"MiG" between past and future.

Publishing House "Restart", 2002

Authors:

L.N. Grigoriev, V.G. Drobyshevsky, V.P. Knyazyuk, P.M. Korolev, E.S. Korovin,

N.D. Levadny, E.I. Podrepny, V.S. Sandovich, V.A. Usatiy, G.A. Heifetz,

A.S. Shkolnik.

History of the Gorky aircraft plant named after S. Ordzhonikidze, and now the open joint stock company "Nizhny Novgorod Aircraft Building Plant" Sokol "(JSC" NAZ "Sokol") - is, above all, the story of a fighter aircraft of our country.

In the 30 goals, Soviet Russia began to implement the country's industrialization plan, adopted in December 1927 goal. Under the plan, and resolution of the Council of Labor and Defense have laid plant number 21, which was to become not only the "... significant of all existing aircraft factories in the Soviet Union, but also one of the largest aircraft manufacturing units of foreign factories".

Since then, it took 70 years. Over the years the company has become a powerful scientific-industrial complex, which is one of the leaders of the domestic aviation industry. The name of our factory and products produced by them are well known not only in Russia but also far abroad.Over the years the plant was producing serial and experimental aircraft, developed by the Design Bureau Polikarpov, SA Lavochkin, AI Mikoyan, AS Yakovlev, V. Myasishchev. Come a long way to develop mass production of fighters, ranging from wood construction and finishing of steel welded aircraft capable of flying faster than sound almost tripled. From 1932 to 2002-th years the plant produced 43,557 aircraft, of which 13 395 grade of "MiG".

Since the early 90s produced by the technique regularly demonstrated at international air show.We have much to be proud of: it's MiG-31 MiG-29UB, upgraded MiG-21, which are now experiencing a revival. In a conversion program for the plant includes a number of interesting engineering developments. The manufacture of such aircraft as the M-101T "Gzhel", "Dingo", launches on a dynamic air cushion "Volga-2" hydrofoil "Falcon", as well as a number of other models of equipment.

Plant in conjunction with the general aviation technology developers involved in the creation of promising experimental samples, both civilian and military purposes. The company was involved in international cooperation with foreign partners for the production of aviation equipment. At JSC "NAZ" Sokol "was created and successfully operates a quality management system, KANARSPI, created and implemented at the plant in 60 years and improved in accordance with international standards ISO-9000. The plant has a license to manufacture, repair, warranty and maintenance supervision of aircraft, components for the development of aviation and space technology, as well as a certificate of conformity of quality system ISO-9002 from the military register. International certificates of conformity of quality system of " TUF SEPT ", by" AERMAKKI "(Italy), the Russian River Register Certificate of Recognition as a manufacturer of factory ships.

Today the staff consists of highly educated and highly skilled professionals who are ready to create aircraft technology XXI century.

FLAGSHIP Aircraft VOLGA

Nizhny Novgorod, according to the Laurentian Chronicle, founded in 1221. History of the Nizhny Novgorod region is extremely closely linked with the history of domestic aviation was born here Pyotr Nesterov, Valery Chkalov, a former chief pilot Gorky aircraft plant, Air Chief Marshal Alexander E. Golovanov, commander of the Air Assault Hero of the Soviet Union Vasily G. Ryazanov, known pilot twice Hero of the Soviet Union, Arseny V. Vorozheikin, shot down during World War 52 enemy planes. Our city was born and worked as a creator WIG Rostislav E. Alekseev, which works with the bureau cooperates with the end of the 50s.

The plant has a production co-operation with companies of aviation Profile: NGO "Hydromash", JSC "exchanger", JSC "Pavlovsky Engineering Plant" Sunrise ", Arzamas Instrument Plant, and others, located in our area.

The history of our plant began with October 21, 1929 goals, the Council of Labour and Defence of the USSR adopted a resolution on the construction in Nizhniy Novgorod Aviation Plant, received number 21. The election in Nizhny Novgorod place to build the largest aviation company was due to the strategic benefits of its geographical location, as well as opportunities to ensure a relatively rapid new plant personnel.

Construction of the plant was officially launched May 2, 1930 half goals by A. M. Muratov.Construction took place in difficult conditions, the work had been boosted to the limit in connection with the adoption of the State Mobilization Plan "C-30", which obliges the company to send into operation on 1 July 1931. Accelerated construction required enormous effort. But the problem was solved.

Further experience in building the plant number 21 used in the construction of other aviation industry of the country.

The plant was designed to head the production of two thousand aircraft in peacetime. Proposed the construction of aircraft: single fighter-3, F-5 reconnaissance and passenger K-5 had a mixed structure with a predominance of wood in it, a partial application of steel and aluminum.According to the schedule of construction and financing has got first priority was the building of all procurement and training workshops. The second stage included assembly plants, airport facilities, support and service buildings.

May 4, 1930 in a festive atmosphere laid the groundwork for the main production building.

Simultaneously with the construction of the plant approved a program of building of the camp.

For the preparation of highly skilled workers organized office for training. In 1930-1931 the training of qualified workers in the leading professions, engineering and technical staff was conducted in the aircraft factories of Moscow.

March 7, 1931 issued a decree of the All-Union Aviation Association (HRW) on the establishment of the Moscow branch of the drafting and design department of plant number 21, is being built in Nizhny Novgorod. The first chief of the department designated K. Wiegand. Nizhny Novgorod designers, acquiring skills in designing KB DP Grigorovich and Polikarpov, SA Kochergina, develop drawings of aircraft and CI-3-5, interned at TsAGI led by AN Tupolev.

In 1931 came the first factory team specialists. Among them, a group of college graduates of the Nizhny Novgorod CAF: Y. Sorokin, VI Kolosov, V. Kutyanin, N. Potekhin, V. Ilyin and B. Il.By the start of the plant in January 1932 his team joined another group of G. Milovidova, E. Maraeva, V. Pylina, I. Rosenberg, M. and L. Goryainova Martemyanovo. In the summer of 1932 came and the third group of graduates: B. Myurisep, B. Protopopov, P. Ivankin, Lezin, A. Kovalev, S. Kalyshev, A. Yashkov and others.

In the early years of the factory workers helped develop aviation technologies by foreign experts.

In February 1932, was commissioned the first phase of the enterprise: woodworking, tool, copper and duralumin, mechanical, plumbing and repair shop, drier air timber. Plant number 21 was named Secretary of the CEC of the USSR Yenukidze.

In April 1932, drafting and design department of the plant was transferred from Moscow to Nizhny Novgorod, and in August, drawing and design department headed by an engineer YTShatalov. During 1932 - 1933 formed efficient collective goals, which was the beginning of 1933rd of 21 designer and draftsman.

Plant number 21, in fact, became the first in the aviation industry, specializing in the production of narrow-purpose aircraft, namely the fighters. The first plane is running in production at the factory, became a fighter-5 Polikarpov design, which was built serially in 1932-1934. In the production of the fighter duty steel plant performance design improvements, the modernization of aircraft and training of new types of machines. For three years the company issued a 661-5 aircraft, which accounted for 82.3% of the total issued in the country this type of fighters. Group of factory engineers with the participation of IF Florov and AA Borovkov in 1935 created a single version of I-5, were designated as UTI-1. Production of the aircraft was carried out floor by B. V. Kupriyanov.

From the earliest days of the company to use industrial waste organized production of consumer goods and civilian products. They were and primusnye keys, mechanical planers, stools and other items.

In 1933, a goal the collective drafting and engineering department received its first major experience in development work in the alteration of high-speed passenger aircraft HAI-1, developed by Professor IG Neman, a military version of the HAI-1 BB. In fact, the designers of the plant co-sponsored Kharkiv KB in creating this machine. In the spring of 1934 by order of the People's Commissariat of the documentation, tooling, parts and assemblies touched a six-HAI-1 BB transferred to the Kiev aircraft plant. Although the aircraft commercially in Gorky will not be built, but the experience gained by the designers used in refining and modification of I-16 fighter, development of which began in April 1934.

In 1934 the school was organized by trade schools to proper training of workers for the plant. An important development was the creation of flight and group Osoaviahima.

For the successful completion of the plant start-up period and a production plan over-fulfillment of the decision of the Central Union of 05.01.1934, a group of factory workers was presented to the government awards.

In 1935, half the leadership of plant director Yevgeny Ivanovich Miroshnikova began developing  new high-speed fighter-16. The first samples were tested-16 chief pilot plant VPTchkalov. In the tests the aircraft was also attended by the pilots of the plant T. S. Zhukov, PL Pavlushov, I. Kvasov, LA Maksimov, F. Sword, VB Inshakov, NG Alifanov.

In that same goal from the Air Force chief Ya Alksnis proposed plant to build a new fighter on the tactical and technical requirements of the Air Force. To solve this problem assigned design team headed by AA Borovkov and JF Florov. They are conceived to combine the advantages of maneuverability and speed biplane monoplanes since appeared "7211" - the famous "Seven."

In 1936, the leadership of the Air Force approved the layout of the aircraft, and next year it was built the aircraft, and May 6, 1937 goals test pilot plant L. Maksimov made on its first flight.

In 1936, a goal from in front of the factory had two main objectives: firstly, to ensure the growth of production in half compared with the previous year and, secondly, to produce a machine with much higher flight characteristics. With these objectives the staff coped. Also in 1936 the plant is named after Sergo Ordzhonikidze.

For outstanding achievements in supplying the Red Air Force fighters and speed the successful development of new technology plant number 21 named. S. Ordzhonikidze decision of the CEC of the USSR of December 28, 1936 was awarded the Order of Lenin. At the same time 34 best employee of the plant were awarded state awards.

Since 1936 goal was actively working to replace ostrodefitsitnyh materials, primarily non-ferrous metals and alloys, their counterparts on the mechanization and rationalization of production processes. It was the transition to a threading assembly units, standardization and unification of parts and tools. Our factory has been appointed to head towards the Novosibirsk plant for the production of I-16 fighters. In the Reference plasma-template method to ensure interoperability of industrial plant owned by the priority. Led the development of this metol NM Bahrak, his co-authors are A. Lezin, B. D. Protopopov, PA Ivankin. A center-kontretalon-16 became the first carrier rigid dimensions.

In the summer of 1938 as Chief Designer was appointed plant engineer MM Pashinina. A year later, a group of engineers under his leadership drafted a fighter of our factory - I-21. The design and construction of two cars (for flying and static testing) took a half years. The manufacturer's flight test and 21 were successful. However, during the state testing pilots, and S. P. Stefanovsky Suprun noted its lack of stability. To remedy this defect on the second flying prototype machines installed with swept wing leading edge. In view of the first two tests of fighters in January 1941, built the third and 21. However, to eliminate all the shortcomings and failed. And before the war, work on fine-tuning the machine stopped.

In late 1940, it was decided to organize a factory manufacturing solid wood fighter LaGG-3 designed SA Lavochkin, VP Gorbunov and M. Gudkov. In November 1940, Simon A. Lavochkin was appointed chief designer of the plant number 21. Order of People's Commissariat of Aviation Industry of the USSR on February 10, 1941 Gorky aircraft plant became head of production LaGG-3. Following the release of Gorky Lugg adjusted their Taganrog, St. Petersburg and Novosibirsk.

Serial development as soon as possible pelnolerevyannogo LaGT-3, are significantly different in structure from I-16, required a major restructuring of the entire production process. Despite this, in the first six months of 1941 the enterprise has mastered mass production of the new machine.The conveyor assembly LaGG-3 is already occupied half of the assembly shop and in the second half continued to issue I-16.

In the prewar period and during World War II deserved prestige of skilled production organizers had the factory director Vasily Pavlovich Voronin, Alexey S. Sukharev, AF Gostintsev, Suren I. Aghajanov.

At the beginning of World War II went to the front hundreds of factory workers. Despite this, dramatically increased the number of produced vehicles that need to fill in the huge losses incurred by the Soviet Air Force, was of great importance. The role of our factory increased even more, with virtually all aircraft manufacturing plant, including the aircraft industry and the company of the Moscow site, were evacuated to the east. In our factories and Saratov bore the task of supplying the Air Force fighters. In November-December 1941, the proportion of Gorky aircraft plant in the total production of aircraft in the USSR amounted to 34-38%.

For exemplary performance of government jobs for the production of combat aircraft factory number 21 named. S. Ordzhonikidze Presidium of the Supreme Soviet on October 31, 1941 he was awarded the Order of Red Banner of Labor. Then the 121 employee plant was awarded state awards.

In November 1941, were merged bureau, and standard deviation, and a department of the chief designer of the plant with the subordination of his trial production. Thus was formed the nucleus of the future Yakovlev Design Bureau. Lavochkin.

Since January 1942 the Gorky aircraft plant began to increase production of fighters LaGG-3.However, soon followed by the decision of the State Defense Committee (GKO) on the transition to factory production of Yak-7. Lugg production at our plant has defended Commissar AI Shakhurin, which supported the factory manual on modernization of the fighter. In order to defend serial zavol, should dramatically improve the flight characteristics of the "LaGTa." The designers of the plant KV Slepnev, P. E. Sklyanin, E. Mindrum, A. Fedorov offered to install the LaGG-3 radial air-cooled engine M-82 takeoff power 1650 hp and use the documentation on the hood, designed for the aircraft, "7211." The proposal was accepted. In March 1942, test pilot plant Vasily Yakovlevich Mishchenko raised in the air the future of La-5. EDO Employees and production have brought the car to the stage of state trials, which resulted in May 1942 adopted a regulation on T-bills the serial production of aircraft La-5.

In 1942, the Design factory team headed by E. Mindrum. On his shoulders lay the responsibility to address the deficiencies of La-5, which wrote the front-line pilots, and improve the car, improving its flight characteristics. The result was La-5F. The sharp jump in improving flight performance occurred after the installation on aircraft engine AL-82FN capacity of 1850 hpSimultaneously, improved insulation cabins, reduced effort on the control stick and pedals, gear easier.

At the end of 1943 in DB-based La 5FN developed fighter La-7. He had the same engine and sizes, but due to alterations of the wing spar and the introduction of metal became possible to increase the fuel tanks to facilitate a 100 kg airframe, install three 20 mm cannon and lift up to 200 kg bombs. Transferring oil cooler air intake under the fuselage allowed to reduce aerodynamic drag and increase speed to 680 km / h. La-7 was the last airplane that the plant produced during the Great Patriotic War. Total for 1941-1945 years, the Gorky aircraft plant produced 19,202 aircraft types LaGG and La, ie, every third home fighter gave front Gorky.

The volume of production of aircraft has increased in comparison with 1941 year with a reduction of production areas and the number of employees. This was possible only thanks to the active mechanization of production. By 1944 a goal from the assembly of aircraft and their components were transferred to the conveyor. Temp issue reached 26 aircraft per day.

Throughout the war, specialists of the plant helped other companies to produce La-5 and spare parts. Maintenance crews gorkovchan systematically went in front for large air recovery of the affected aircraft in combat. One of the best repair team has been VE Slugin. Only in the Air Force task force of the Leningrad front, it has restored 40 aircraft. For their work on repair of combat vehicles and technical assistance for their operation command aviation units have repeatedly pointed out the factory team number 21. Decree of the Presidium of the Supreme Soviet on February 8, 1943 Brigade Karintseva-Kozlov was a commendation. During the period of the war in order restored a few thousand cars.

Simultaneously with the release of aircraft factory workers involved in building security barrier near Gorky, dug trenches, on duty at the plant during air raids, received military training, mastered radiodelo in formed units of the militia, worked on the sites selected for planting vegetables, stocking up for winter fuel period. Can not ignore the personal contribution of the plant workers who have passed on the construction of aircraft squadrons "Valery Chkalov" almost 1.25 million rubles.

In 1943 the plant fulfilled a goal of equipping a great job of tractor parts and parts for equipment producer gas plants. However, the main challenge facing the designers and technologists of the plant, was providing aircraft production for the front. To this end, they developed a special plan, the basis of which was the development of interchangeable components and organization of mass production in the aggregate-assembly and assembly plants.

Work factory workers appreciated the government. Decree of the Presidium of the Supreme Soviet on June 21, 1943 a large group of factory workers goal was awarded orders and medals.By the same decree of the chief designer of the plant, SA Lavochkin for outstanding achievements in the development of new designs of fighter aircraft was given the title Hero of Socialist Labor.

In 1946, the chief engineer of the plant B. Kupriyanov, engineers, ES Volkova, PA Ivankinu, VA Myurisepu, B. D. Protopopov, A, A. Filippov for a radical improvement in technology and organization of high-performance stream method of production aircraft was awarded the USSR State Prize. During the war the factory team as the winner of the socialist competition, 25 were handed over, time challenge Red Banner T-bills, which in 1946 gave him the eternal storage. For their dedicated work for the triumph of 587 factory workers in 1941-1945 were awarded orders and medals.

In 1946, before the plant number 21 was given the task to master the production of all-metal fighter La-9. In connection with this production was rebuilt and prepared personnel: yesterday's carpenters were dyuralschikami, fitters and riveters. All-metal aircraft demanded service organization chief metallurgist and the first appointed to this position Chihalova VA. At the same time introduced the chief inspector of quality. Them was the former deputy chief of the design department, AI Borodkin. From the airfield workshop identified the flight test station (LIS), which passed directly subordinated to the chief inspector.

Serial production of the La-9 went to Gorky from 1946 to 1948 years. His was a modification of La-9M, won the series designation of the La-11, which was produced from 1947 to 1951 and became the last Soviet serial piston-engined fighter. With the development of the La-9 at the factory fully implemented lofting a generic method of production, greatly expanded the volume and the block design process panelirovaniya airframe subassemblies, improved technological scheme of dividing the plane, resulting in improved productivity.

In 1946, the plant organized the experimental design bureau OKB-21, the head of which was Semyon Mikhailovich Alekseev, former deputy SA Lavochkin, and later became a famous designer of aircraft rescue equipment, Hero of Socialist Labor. OKB-21 twin-engine fighter developed the I-211, I-212, I-215, which was built at the factory.

Around the same time are the first of the Gorky aircraft plant to build cars with rocket engines.Commissioned by the Research Institute of jet technology MAP SRI-1 produced two aircraft, "4302", developed by a team led by IF Florov. In mid-September 1946 the plant was ordered to build a parade November 7 three jet aircraft design SA Lavochkin La-150 turbine engine RD-10. 35 days instead of three cars produced four exceeded the job. The success of the factory workers was awarded the challenge Red Banner of the Council of Ministers.

Preparing for mass production of metal aircraft has caused great changes in production technology. The technological process of being built, taking into account the achievements of modern technology, design and operational requirements for a modern high-speed aircraft. An important step on the path to progress are the mechanization of manual labor, cutting non-ferrous metal parts by milling in high-speed machines, "Hess", dressing in all the main points of the butt of units, ensuring their interoperability, installation tool for handling the cold, which increases its hardness, etc. d.

In the postwar period at the plant have increased demands on the quality of products. In this regard, introduced the practice of "Days of Quality" at polling stations in the shops to create a school of quality.

In 1947 the plant was being constructed goal of surgical case, the locomotive depot, spetsmasterskoy, kitchens, carried out improvement works and landscaping works and the village, was commissioned PBX.

In 1948, a goal from the plant is committed to achieve profitability, to abandon subsidies and go to the break-even operation. The initiator of the movement for profitability and economy mode has the fuselage shop (foreman EK Kropinov). A system of self-supporting performance of the plants and methods of their control. Widely developed for delivery of product competition of excellent quality with the first presentation. The best workers were given the personal stamp of delivery of products.

At the end of 1948 created a new form of work - integrated teams to solve specific engineering problems to improve product quality. Their staff includes engineers and technical workers and advanced workers in the short term to solve complex industrial and technological issues.

Also in 1948 the company develops a fighter jet last serial Lavochkin La-15. In 1949, EI Mindrum appointed chief engineer of the factory and design department headed by an engineer Mikhail Zolotukhin, who had worked in that capacity through 1954. The design department of the plant worked nal design improvement of La-9 La-11, going into production of La 15.

Since 1949 began a creative collaboration with the Plant DB AI Mikoyan, which continues to this day. In May 1949, the Gorky aircraft plant were ordered to move to full production of the MiG-15 engine with VC-1. The collective enterprise was a difficult task to perform throughout the entire cycle of 3-4 months the work required. To solve this problem a lot of attention paid to the mechanical workshops and pre-production, the impact of which depended the success of the program. In September, commissioned a new building for machine shops, and also relocated and reconstructed instrumental-die shop. Work was begun on the expansion of metal plating shop.

A more sophisticated design of the MiG-15bis required to improve some processes, including assembly and welding operations. In the bench-welding shop equipped workshop for the introduction of atomic hydrogen welding. Work began on the organization of workshops and ground support equipment for the production of the canopy, radio laboratory. In the tool shop set up shop for the production of sets of cutters. In order to objectively test the latest navigation equipment laboratory Aviapribor directly subordinated to the chief inspector of the plant. Has been improved and the runway factory airfield.

Mastering the production of the MiG-15bis was complicated by a number of changes to the aircraft structure, but the plant has successfully coped with the task. December 20, 1949 ended with the assembly of the first machine. Then the question arose of building a new airport.

In 1951, mass production started reconnaissance MiG-156is, the first copy of which is collected in October of that year.

On the results of the factory work to improve the quality of the aircraft eloquently stated in a letter from the military unit, "We are proud of the success of our aviation industry, your work, heckling us first-class aircraft. We are proud of aircraft, manufactured by you. And all pilots, engineers, technicians, mechanics and motor mechanics with all my heart thank you for your patriotic work for the benefit of the Motherland. "

In the period from 1950 to 1952 at the plant built more than two thousand MiG-15bis.

In 1951 the plant included in the scope of international cooperation. In accordance with the Council of Ministers of the USSR, he put the technical documentation, special tools, templates, stacks, fixtures, plaster models, repair and assembly tools, and two sets of parts for the production of the La-9 in Czechoslovakia and one set - for the manufacture of La-11 in China People's Republic.

In the early 50's heads in the Armed Forces of the USSR were first anti-aircraft missile systems.Because of the specialized factories for the production of antenna systems of air defense in the country did not exist, our factory was given a special assignment for their manufacture. Linked design of these systems at that time had no analogues. Unique designs of modern technology require high precision manufacturing, high quality and high reliability. Especially for this plant built two new body, which houses the galvanic and thermal stations, shops antenna manufacture, test and adjust the parameters of radar antennas. It was created as Specialized Design Bureau (FCC) antenna production. Headed the FCC, BP ​​Medov and his deputies, PS Volganov and AV Hlyupin. A deputy chief engineer of the plant E. Volkov, and NS Nikolaev directly engaged in the production antennas.

In order to discharge OKB Mikoyan from work associated with the improvement of mass-produced aircraft in July 1952, the number 21 at the factory organized a branch, headed by Deputy Chief Designer PE Cheeses. Branch OKB-155 in conjunction with the series design department had to improve the design of the MiG-17, which in 1953 replaced the factory assembly line MiG-15.

History of MiG-17 started to plant in January 1951, when Gorky instructed to build two MiG-15 engine with VC-1, a new wing with a sweep angle of 45 ° instead of 35 ° and feathers from drawings OKB Mikoyan. The preparation of serial production of MiG-17 aircraft manufacturers have started in autumn 1952. Then followed a modification of the MiG-17P interceptor version of the radar, "Emerald." This was the first fighter in the Soviet Union with an easy interception radar, taken into service. The upgraded aircraft with VK-1F engine received the designation MiG-17PF.

At this time, the factory has developed many new forms of competition: the excellent quality products for safety and better use of equipment for high culture and the purity of the production, competition is integrated teams, engineers nal patronage workers. So, a team led by chief of VA Myurisepa introduced a number of measures to build the division of the fuselage, improving quality, improving the organization of labor. Brigade VE Slugin decided to issue a fine-tuning the design pressurized cabin. Department heads SE Bunny, AG Bukharov, AA Kirikov routinely involved with the organization of the competition, rationalization and invention. In these shops have many valuable initiatives.

In parallel with the development of fighter-interceptor, equipped with guns, were working on his missile-carrying option. Since 1956, the company earlier MiG-17PF vypushennye began to retrofit the system S-1-U, with guided missiles K-5. New interceptors were designated MiG-17PFU. They have long operated in the air defense of the USSR.

Improving design, development and implementation of advanced technology, new equipment, the saturation of the production of labor and tooling control, improving the technical culture of production, training of workers, the massive development of competition, introduction of best practices and control - all contributed to significant improvements in product quality. Implemented as methods, resulting in a desired strength and performance characteristics of aircraft, to improve the interchangeability of their components. Plant production area increased at the expense of commissioning a new building.

In April 1953, became director of the factory AI Yaroshenko.

In 1953, all the shops and workshops, most of the plant worked in cost accounting. The best results in in-plant competition teams have shops where the chiefs were ML Aranovich, EKKropinov, MA Bityurin, FW Demidov, SP Arefiev, A. Moshkov, LM Laterally. It was a year of further growth in production capacity. In 1954, in order to provide operational guidance on Fox radio operations organized radio. In the same year the plant began commercial production of radio-controlled aircraft target La-17 Lavochkin design.

In March 1954 the plant began pre-production front-line fighter MiG-19 engines AM-9. This required retooling of production, development of new processes and working methods. Intensive exploitation of the first production car revealed a large number of design flaws. Establishment of production was going hard, the plant had to perform a huge number of operational aircraft dovodok. Required to replace a large number of finished products that are installed on aircraft, airframe refine, improve erections. This work was engaged in serial design department of the plant, which in 1955 led by KV Slepnev.

Factory team was able to quickly gain the necessary pace of production: is July 3, 1955 48 MiG-19 aircraft participated in the parade in Tushino. Until the end of the year the plant produced 139 of these machines. Given the complexity of the aircraft structure, the plant developed a new technological scheme of linking equipment by introducing production standards and peskoslepkov surface.

MiG-19 became the world's first supersonic fighter serial. The aircraft was manufactured under license in China and Czechoslovakia. Recognition of this machine has come, unfortunately, after the termination of its serial production. The Soviet Air Force MiG-19 quickly changed the MiG-21, but the air defense forces, they were in service until the early 70's heads. After elimination of observations identified in the beginning of operation in parts of the fighter, the MiG-19 has proved a reliable aircraft to win the respect of front-line pilots in this country and abroad.

For the successful fulfillment of the Government to establish a new aircraft by the Decree of the Presidium of the Supreme Soviet on July 12, 1957 Goal 86 factory workers were awarded orders and medals.

The group of employees developed and introduced into production bunker installation of special equipment of the MiG-19, which increased the reliability of special equipment. Creative team that developed this set: LM Bokova, MA Bityurin, ES Volkov, GI Gamow, PI Zakharov, LGKultashevu, AJ Marinenko, EI Mindrovu, VA Myurisepu, KV Slepnev, TF Seyfi, VA Smirnov, VE Slugin, AN Uvyatkinu, AI Yaroshenko Order Management announced the aviation industry GSNH thanks.

In 1958, the order of the Minister of Aviation Industry was appointed chief designer of the plant E. Mindrova. In the same year a branch of OKB-155 was a part of the plant, and its most important task was to implement the plan experimental work on creation and introduction into production of new types of missiles and aircraft.

The next on the assembly line became the MiG-21 - one of the most famous aircraft in the world.Chief designer of MiG-21 was AG Brunow. The aircraft was mass manufactured in our factory for 30 years and had 14 series of modifications. Plant. S. Ordzhonikidze made a great contribution to the family of these machines. In late 1958 the plant started to develop drawings and other technical documentation, lofting and technological preparation of production MiG-21F.The first ten MiG-21F collected in 1959. The aircraft was technologically in mass production and had good prospects for future modifications. In preparation for the MiG-21 to launch serial production of the chief engineer of the plant TF Seyfi set the task of ensuring the quality, reliability and service life with the first mass-produced products. It was decided to highlight the first MiG-21 for construction-mining technology necessary for the stability of montages of mass production to meet the requirements of interchangeability, production adaptability. It provides for practice of complex equipment installation aircraft crews to meet the requirements defined by the Guidance.

By order of the plant were set up integrated teams to build aircraft zones under the guidance of the team leader and leading designers of the plant VI EDO Belyakov, EP Sklyanin, E.Redozubova, LN Lavrov, VM Kuznetsova, JK Tamonova and others. The brigade also included technicians, workers, engineers, military missions, experts departments interoperability and standardization. They work together to solve problems in the geometric and functional linkages and interoperability between design elements, security and maintainability of production, creating sound tracks, terminals, excluding mechanical work and soldering wire harnesses on the plane, panelirovaniya units and removal of the assembly mounted on a workbench, creating conditions for the use of objective monitoring . As a result of constructive and technological processing and assembly of the first aircraft etalonirovalis montages and adjusted the design documentation. Thus were laid the basic principles of KANARSPI. According to the operating organization serial MiG-21 was recognized as the most tech aircraft from previously produced by the plant.Simultaneously, the designers of the plant analyzed design solutions were sought to boost reserves for fuel, the expansion of weapons of mass reduction in aircraft design. Thus, in subsequent versions of MiG-21 found the additional amounts under the front fuel tanks on the wing, introduced the overhead bins on the fuselage of the aircraft, doubled the number of piped under the wing of missiles.

Production of new, more sophisticated aircraft required a continuous increase in production capacity plant. In 1959 started reconstruction of the enterprise, designed for seven years (1959-1965).

February 8, 1960 test pilot PA Anufriev took off serial MiG-21F. Aircraft of this modification produced a little bit. In 1960 came the modernized MiG-21F-13 with uprated engines RNF-300 and two guided missiles R-13 (P-AP). At the company put the technical problem of retraining of the Air Force, which had to be equipped with the appropriate audience, equipped with visual information on all aircraft systems. This task force has decided to plant their units with the participation of repair and maintenance shops. Created at the factory training classes have been recognized as the best in the Air Force technical training.

On the MiG-21PFS came blowing boundary-layer system with flaps, a more powerful engine, the cabin has changed significantly, have introduced a new ejection seat KM-1M, and therefore the whole canopy pilot, previously opened up and forward, was replaced with a new one, which consisted of the fixed hood, and a movable part that opens to the right.

For the manufacture of chairs in the company created a special section in the shop assembling lamps, chief of which was IS Silaev, future minister of the aviation industry and, later, Prime Minister of the RSFSR. Development chair KM-1M require further capacity increase in the mechanical-assembly shops. Increased dramatically and the need to increase the capacity of preparatory workshops in connection with the adopted plan, the comprehensive mechanization and automation of production.

The Sixties marked a new stage in the development of an aircraft factory. A revolution in scientific and technological progress and organizational transformation company held plant manager Alexander I. Yaroshenko (1953-1970 years) and the chief engineer Ph.D. Talgat Fatykhovich Seyfi (1953-1969 years). Under their leadership, created by such innovative, science-based system, as PPORM (preventative security jobs), KANARSPI (quality, reliability, service life with the first product). They have developed systems have found broad support and established not only to enterprises in the city of Gorky and the region, but also far beyond it - as aircraft manufacturing enterprises and other industries.

Colleagues and associates AI Yaroshenko TF safe provision of technical progress and organizational restructuring, the plant production manager, then deputy chief engineer, Leo G. Kultashev, chief engineer David Isayevich Reznikov and Konstantin Petrovich Novozhilov, chief technologists, Yefim S. Volkov and Vasily A. Myurisep, chief designer Yevgeny Ivanovich Mindrum, chief metallurgist Viktor Martyanov, head of the instrumental Konstantin Fyodorovich Ilyin, deputy director of the plant for the production of Dmitry Borodin and head of design department Konstantin V. Slepnev, chief power Stanislavski Roshchin and Andrew M. Markin Deputy Director for Capital Construction Honored Builder of the RSFSR Praskovya Nikitichna Zhukovskaya, Chief Accountant, Nikolai Antonovich Ivanov, deputy chief engineer Ivan Stepanovich Silaev, Alexander Gerashchenko, Vladislav S. Shiryaev, Ya Apollo Marinenko, Nicholas S. Nikolaev, deputy head of Eugene Kropinov Kuzmich, Principal Manager Michael A. Bityurin and others.

System Requirements KANARSPI performed at all stages of aircraft: design, equipment manufacturing, manufacturing of aircraft, to ensure reliable operation of aircraft in operating organizations. At the base of the plant laboratory are to control the input of all purchased components before installing them on the plane. Created a laboratory complex aircraft systems for docking and joint working off the floor with an ASD by A. Ya Saveliev, were typical, life test units of the MiG-21, manufactured at the plant, bench testing systems for aircraft technology in the laboratory. Began threading the assembly of MiG-21 on a moving conveyor.

On the flight station, the plant implemented a flow-testing of aircraft on the poster specialist jobs with great instrumentation control systems during pre-proper training for flying machines. The aim was to reduce the control and test flights at the expense of performance evaluation systems during ground tests.

From 1962 to 1986, our goal put the plant in 32 countries around 2000 MiG-21 aircraft of various modifications. In addition to the countries of the former Warsaw Pact MiG-21 can be found on the ground of Vietnam, Cuba, Finland, Egypt, Sudan, Somalia, Nigeria, Angola, Afghanistan, Bangladesh, Iraq, Syria , Algeria, Ethiopia, Guinea, India, Yugoslavia, Laos, Libya, Madagascar, Mongolia, Uganda, Zambia, Pakistan, North and South Yemen.

The first MiG-21s were delivered to Egypt in 1962 by sea. Assembly, ground tests and aircraft circled over the responsibility of the factory warranty team, headed by Chief ERA VE Slugin.

In the years 1962-1965 was built MiG-21 PF, then the MiG-21 PPS, he was replaced by tactical reconnaissance MiG-21R, was created based on the MiG-21PF. Production of the latter was conducted in 1965-1971 years for the domestic Air Force and for export. Built MiG-21, MiG-21 cm, the MiG-21MF, MiG-21SMT. The experience of war in Vietnam and the Middle East led to the development of the MiG-21bis, which produced the Gorky aircraft plant until 1985. In 1974, the license for manufacture of the MiG-21bis sold in India. By the way, from 1966 to 1974 in India under license made MiG-21FL.

To study the behavior in the air supersonic passenger aircraft Tu-144 wing ogival shape based on the MiG-21s have created a flying laboratory MiG-21I (21.11 "Replacement"). Drawings on the wing, fuselage and rework of aircraft systems developed by the Design Bureau of the plant in 1965-1966. Development of the construction of the wing and fuselage product refinement, "21/11" was led by EI Mindrova designers EDO P. Zhelezovym, S. Timofeev, VS Korotkov, N. Naumov, IV Nikolsky and others. Lead designer of the aircraft was NA estuaries. Wings produced and the Voronezh aircraft plant dissected. The general assembly and testing of two flight instances of aircraft and one for static tests performed at the Gorky aircraft plant. The first flight of "Analog" made from the factory airfield future cosmonaut Igor Volk, and accompanied him on a plane-leader's chief pilot of our company, VG Gordienko.

In 1960, a goal from the plant, which at that time unfolded in their production area of ​​the antenna, received a large order to create the Ministry of Communications in cooperation with other companies a system of "Orbit", designed for stable of radio and television communications from across Soviet territory of Sakhalin to Murmansk through the artificial satellites. In the years 1961-1962 produced over 40 aerial mirrors and their production continued for many years. They were delivered to the CMEA countries, Cuba, Afghanistan, Vietnam, Mongolia and others. For the creation of the "orbit" a large group of factory workers in 1968 were awarded orders and medals.

Work continued and the reconstruction of the plant. It is of paramount importance was the problem of reconstruction of the airfield to ensure security of test flights of aircraft. At the same time the company held a big renovation, mechanization and automation plants. Together with the plant from one year to grow and equip with modern housing estate. For aircraft manufacturers have built sports facilities at the stadium, a library, six schools, technical schools, 13 child care centers, kitchens, dozens of shops and eateries, the new building clinics, hospital, dispensary.

In the early sixties, the decision of the Ministry of Aviation Industry Gorky aircraft plant named after S. Ordzhonikidze incorporated in co-operation to develop the production of advanced MiG-25.

The work unfolded in several stages. In the first stage, in 1961 - 1962's, designed and manufactured tooling assembly of the wing. Force engineers designed a technology departments, and major equipment shop stocks produced in all stages of assembly of the wing. Snap-handed at Dubna Machine-Building Plant, which organized the manufacture of wings. Dubna specialists praised the work gorkovchan: "We have never had such a solid, reliable, well-made stocks."

At the same time in Moscow has started a team of factory engineers led by N. Novikov in the NN Ivanova, RP Patselta, EA Orlova, VP Kotyaeva, KI Naboyschikova, which together with specialists OKB Mikoyan and NIAT spent constructively and technological refinement drawings glider, developed decision-tech materials. For this technology, and policy-making was carried out in the future assembly of an experimental batch of aircraft. MiG-25 fundamentally different from the MiG-21. First, because of the high supersonic flight speeds instead of his duralumin alloys structures are made of high strength stainless steels and titanium alloys. Second, several times increased size as units and aircraft in general. And finally, thirdly, the fuel tanks located in the wing and fuselage were carrying. The main way to do permanent link has been welded.

Launch of design documentation for the MiG-25 took place in 1965-1966, simultaneously went on modernization of the plant, development of new technological processes and retraining staff.

The main stage of the serial development of production MiG-25 began in 1965 when it was a government decision on series production aircraft in full at the Gorky aircraft plant. Since the production capacity of OKB-155, Mikoyan was insufficient, an order for the initial batch of MiG-25 interceptor variant of the scout and instructed to perform Gorky. In May 1965, and fuselage assemblies first MiG-25 came from the waterway near Moscow, Dubna and placed in the assembly shop, where he began work on working montages systems. Assembling the first MiG-25 was carried out in an old body shop general assembly. Montages were worked out and collected on the principles of integrated teams of KANARSPI. The lead designer of the MiG-25 order of the plant designated BN Kornev. Complete team led by the heads of design teams, AASmurov, EP Sklyanin, VJ Kozlov, PD Acne, AS Averkiev, JJ Malenov, JP Spiridonov, AAKarezin. Worked actively leading specialists of the factory BA Sokolov, MN Ponomarev, FFCantons, the head of OKB VI Belyakov, head of design department of the serial number 3 KV Slepnev and others.

The structure of integrated teams included specialists OKB-155 OKB and plant specialists NIAT. After the relocation of the machine at the airport complex organized gang, headed by the chief engineer for flight tests YA Isaenko. The general management of the work on the aircraft by the Deputy Chief Designer of OKB-155 LG Shengelaya. Operation of all integrated brigades led the chief engineer of the plant TF Seyfi. May 6, 1966 flight test department received its first MiG-25 assembled at the factory.

For the rollout of the MiG-25 from the old assembly hall it raised the front rack - to lower the keel, as the height of opening the gate below the machine. The first of a series of machines installation of the gate assembly plant rolled out reconnaissance MiG-25R-3, then the MiG-25R-4, and two MiG-25P.

The first aircraft is being followed on FOX for two months, and July 6, 1966 OKB test pilot AV Fedotov Mikoyan MiG-25 picked up in the air, marking the beginning of this production at the plant of a new family of steel machines. Released in Gorky MiG-25R-4 initial batch was the "benchmark" for the series.

The assembly of the first machines showed a lack of technology and the high complexity of manufacturing and assembling montages systems embedded in drawings of the designer. At the initiative of the chief designer of the plant, EI Mindrova prepared and have issued decisions on the allocation of the IAP Air Force aircraft for several structural and process mining, aimed at reducing manufacturing complexity, increase maintainability and reduce cycle assembly of MiG-25. Aircraft left the factory, work on them in 1968-1974 were the years of complex teams.Designers EDO prepared and agreed with the Chief Designer of proposals relating to the aggregation of the functions of units of fuel, hydraulic systems, air-conditioning equipment, split montages on the principle of "right-hand drive - right side," "the left engine - left side." Avoid duplication, create, more sophisticated schemes BCF, improved cabin interiors, she was "raspanelirovana" and made for the manufacture of the aircraft.

Become more rational layout of equipment in the compartments of the aircraft, improved erections at the bottom of the fuselage, in the grotto, the engine compartment, etc. The work on the MiG-25 took an active part representative of the bureau AI Mikoyan at the factory with the rank of deputy chief designer YG Kokushkin.

Only in one plane, which, after operating, assessing customers Defense Force has become a model for mass production, sold 568 design improvements, implementation of which will reduce aircraft weight by 120 kg, to increase its guaranteed life of 100 hours, reduce the time for pre-flight training at 35 min . and to re-take off - for 25 minutes. Decreased by 34 persons. / H and operating labor costs to operate.

The development of the MiG-25 predetermined technological revolution in our company.Virtually all shops related to the manufacture of tank compartment of the fuselage and wings, had to organize and to learn from scratch welding production (before the planes were riveted), train workers, designers, technologists, a new profession. Much responsibility went to the service chief welder, created in September 1960 goals. Initially it was headed by A. Nikitinskiy, and from 1964 - RP Papelt.

As already mentioned, the airframe of the MiG-25 became the main type of welding permanent joints. This work at the plant have become the main technological process in the manufacture of aircraft used by all units of the pitchfork as welding high-strength steels, titanium or aluminum alloys. In this welding has taken a leading position. Designers had to develop new methods of constructing welded airframe, using a thin sheet material made of steel and titanium.

For the production of welded aircraft equipment required for the reliability of several orders of magnitude higher than were issued in a time of industry. And so, under the technical project has got our two organizations of Leningrad - the All-Union Institute of electric welding equipment and plant, "Electric" Ministry of Electrical Industry - engaged in the development and manufacture of welding machines on new element base, the reliability of which was many times higher than the former. This work took about ten years. As a result, the plant has acquired and deployed in production vehicles such as: MSHV-1601, MTV-2001, MTVR-4001, MT 1223. These resulted in welds, stable quality welds.

In addition, the factory developed and produced dozens of systems for automatic and semiautomatic welding, various handles, boxes and devices. Design and creation of special welding equipment were caused by feature structures of welded components and assemblies plane constrained approaches to the joints, the need to facilitate work and improve performance on some specific operations.

Implementation of these and many other activities contributed to a quantitative and qualitative leap in the development of welding production.

At the same time were assimilated automatic argon arc welding consumable tungsten electrode and automatic submerged arc welding with consumable electrode welding of airframe components for the program.

The main models of equipment for resistance spot and seam welding machines have been mass-produced general purpose ICC, ITL, MSHSHI.

In introducing these welding processes and equipment for the active involvement of engineers: AM Nikitinsky, SE Ushakov, RP Patselt, VA Kamanin, MD Boiko, AS Rytov, welders, spanking, Kotov, Grachev, Maksimov and others.

The technological complexity of the airframe of the MiG-25, use high-strength materials, a large number of parts and components require a dramatic increase in machining. Performance machining of the high strength of new materials has decreased. A radical solution for reducing the complexity of manufacturing airframe components has been the widespread introduction in the production of precision castings, billets and hot-machining on machine tools with program management.

At the root of the development of high-strength steels and alloys in the construction of the MiG-25 at the factory was chief metallurgist VM Martyanov. He laid the foundations metallovedcheskoy school plant, which enabled successfully master the production of steel planes.

Reconstruction were also forging and foundry production. Great work, both organizational and technological plan, the technical re-equipment "foundry" and had a blacksmith shop managers who led them in different years: AO Sverchuk, LD Katz, N. Kryvau, VM Grinding (subsequently General Director of JSC, "NAZ" Sokol "), VG Tselyaev, AI Pozdyshev.

The development of new welded structures MiG-25 required quality control radiographic non-destructive method. Great work on the organization of the laboratory X-ray inspection of tank compartments completed VF Trusov, and VA Volkov.

Great contribution to the development of mass production of the MiG-25 and its modifications have specialists and harvesting and stamping plants. They together with scientists from industrial research institutes NIAT, VIAM have started production fundamentally new technological processes, many of which are protected by copyright certificates and implemented the world's first aircraft.

These technologies must first include stamping parts made of high strength stainless steels and alloys of titanium hydraulic press with a high specific pressure elastic medium. In developing the theory of the process, the introduction of tools and equipment directly participated VA Myurisep, P. Korolev, Yu Veselkov, BM Sobolev and others.

Also, a radically new technology was the implementation and introduction of gazovakuumnoy gazokompressionnoy and stamping complex of large parts of hard titanium alloys in the regimes of superplasticity. Development led by Dr. P. Korolev, Ph.D. EM Sokolova, engineers SS Voinov, VN Kuznetsov, and MD Shutov, LI Vyalov and others.

In turn, the problem of manufacturing complex parts thick sheet of titanium alloy have decided to create a special area for technology isothermal forging of parts from hard-to-titanium alloys in ceramic dies. Developed and implemented this new technology leaders such works as: Head of Laboratory Dr. AK Permyakov, Ph.D. EM Sokolova, foreman VV Erebnev, head tehbyuro NL Larin, SS Sirotinin and others.

Among the new production processes must be classified and multipulse stamping sheet metal explosion of high-strength stainless steels. In implementing these processes take a great interest engineers YA Veselkov, YF Temples, VN Korotkov.

The design of the MiG-25 and its modifications are widely used thin sheets of high-stringers stainless steels and titanium alloys, produced by cold forming machine at trehvalochnyh.

By the successful technical and organizational solutions should include the establishment of the factory of the Centralized cutting sheet materials, the introduction of this shop-the-art manufacturing processes slabs of aluminum alloys, titanium alloys, high-strength stainless steels.

Simultaneously, the aggregate-assembly plants was carried out systematic work to reduce the complexity, which included: Production methods of installation systems for fixed workplaces with the transition teams for the aircraft in accordance with the rhythm of the assembly, improving the design of montages in the direction of simplifying and improving adaptability, the creation of reliable means of objective control and testing, raising the level of interoperability, the mechanization of auxiliary operations at the expense of making various manipulators, supporting devices, hydraulic lift and hydraulic applications in the assembly and rigging, etc. Design of tooling and equipment designers implemented technology departments, notably the AI ​​Proklova, Shu-VI Limonov, A. Plyukhin, MV Vahromova, GV Antkzhova, IL Feoktistova. Technical guidance in designing and implementing a full range of production tooling and equipment was performed by NP Novikov, EA Korovin, P. Siniagin, NN Ivanov, F. J. Shields, VI Zvezdkin, A . Zavialov A., Protopopov, BD, PA Ivankin, VA Myurisep.

The most intense period in the development of mechanical assembly of production, as well as the entire plant as a whole, were bare beginning of development and serial production of airplanes, welded steel construction of the MiG-25. Great personal creative contribution to the development of this production at the initial stage have scholars such as: GN Gundyrev, VA Bolshakov, S. P. Arefiev, V. Budykin, NS Pestretzoff, V. M . Hlamin, JH Stroyev, VS Shiryaev, I. Simonov, VF Laptev, AN Lebedev, VS Sachkov, PA Labutin, KF Ilyin , II Trutnikov. In the manufacture of new generation aircraft soared volume machining. The growth of labor input in the production of commercially mastered increased 3 times.

Development of machining production was carried out at an accelerated pace due to the acquisition and implementation of a new universal CNC equipment. Thus, over 10 years developing and began mass production of steel aircraft factory in 1192 introduced a new unit of metal-cutting equipment, including 220 units of CNC machine tools. Creating this kind of equipment equal to such heights of scientific and technological progress, as space technology, nuclear energy, computers, and so l.

Since 1974 the factory began to acquire and deploy mnogoinstrumentalnye machines such as "processing center". And later, the plant's management has organized a special workshop "machining centers."

Many years of experience in operating CNC equipment, the introduction of multioperational machines such as "processing centers" set up in the enterprise organizational and technical foundations of the transition of production to a higher level of mechanization and automation based on flexible production systems.

Personal contribution to the development of machining production at this point was made by: V. Kargin, VF saddle, P. Lepihov, A. Vinokurov, VS Chuplygin, KI Savalenkov, P. I. Larionov, SA Zakubansky, V. Volkov, VP Knyazyuk, V. Drozdov, NI Starodub, V. Koknaev, D. Isakov, BS crustaceans, VK Kalinkin, NM Savalenkova, P. Korolev, and AI Titov, and NV Martynov, VK Sedov, EA Krebs, OK Molotovshikova, AP Volkov, EF Mitin, GA Ukhanov.

From the first days of development of steel aircraft in machine shops acute problem of cutting tools for processing parts of the new heat-resistant stainless steel and titanium alloys. These materials have low machinability, so the technical services of the plant needed to find new materials for the manufacture of cutting tools and to conduct laboratory and industrial studies to determine the optimum cutting conditions. Connected to the problem of the country's institutions have created a new brand of high-speed steel cutting tool and from it significantly easier machining of new materials.

Directly involved in the realization of the planned displayed by professionals such as: FM Teplyakov, VN Kalinin, A. Kazakov, VP Arefiev, S. Ermakov, AV Blatov, Y. B. . Voroshilov.

An important component is the technology of machining equipment. In the presence of technically sound simple and easy to use devices is much easier and safer to work machine operator. Thus, the plant is widely used universal modular tool (USP), a universal re getting better tooling (UPTO), special tools, many of whom Hydroficated. Also used multi-and multi-position equipment, reducing production cycle the party details.

Samples of this high-tooling have been developed by designers of the plant A. Lebedev, VF Sachkov, T. Tsyganov, 3. A. Mescherovym.

A large reserve to reduce the complexity of machining, quality has been receiving and growing range of pieces obtained by casting and stamping.

An important part of the mechanical assembly of production at all stages of plant development were and are working: machinists, mechanics, office workers. It was in this production work and work of highly qualified professionals such as: SS Tsetsegov, G. Rybak, Latin, V. Zhulyany, V. Pysin and many others.

At the factory there were special areas of non-metals plant capable of processing a goal to 400 tons of various non-metallic materials. Production of non-metals can not be considered complete without a site for the production of glass lamp parts and assemblies of laminated honeycomb structure. Created by the efforts of plant services, equipment and accessories section of glazing allowed to learn and implement new technologies molding glass parts of MiG-21 MiG-29UB from glass-based, while the MiG-25 and MiG-31 - from heat-resistant glass.

In 1983, the area of ​​manufacturing honeycomb structures have implemented an automated production line for honeycomb - TSA-1000 machine, the installation of grease foil embedded press USP-70 and semi-automatic plants for applying adhesive strips on the foil.

MiG-25 pilots have successfully mastered the plant, GB Vakhmistrov, I. Karelin, LI Minenko, MN Elkinbard, VG Gordienko, VV Veselovsky, A. X . Pantyukhin and again came the younger generation of test pilots: A. Vlasov, NM Zhitnaya, VA Herodinov, AF Shapovalov, AP Shchelkunov, BV Larionov.

The development of the MiG-25 took place is not easy. During the planned flight test some of the aircraft were not confirmed, that required the additional flights. In this regard, decided to transfer the aircraft in Lipetsk center for retraining pilots for the Air Force findings on methods of evaluation of flying an airplane. This solution provides a number of additional obligations by the Gorky aircraft plant to assist it in developing this machine.

Flight and maintenance personnel of the Center plant was to assist in preparing and conducting a series of flights, which are prepared on the basis of an objective methodology for estimates of the performance of the aircraft. Assistance was provided by a team of specialists of the plant, headed by Deputy Director for Operations D. Borodin. The brigade of 25 people entered the test pilot, VG Gordienko, chief operating office of AA Goryunov and others. Thanks to good cooperation with specialists from the factory team of the Centre, competent and expeditious resolution of the problems, she managed to complete the task by November 7, 1969.

All this allowed the plant to start a normal delivery of aircraft to the representative of the customer in the prescribed manner. This was followed in April 1970 began operating goals MiG-25 air defense units in the country located in the Gorky region (Savasleyka and Pravdinsk), it provided the warranty team, headed by IS Sukaylo and AA Goryunov. In June and July of that year, began operation of the machine and parts, located in Shatalovo. There had to send a mobile team of specialists, which included a test pilot, MN Elkinbarl, head LEG YA Isaenko. The plant was prepared in time for operating the MiG-25 and provide two-year warranty. All specialists are included in the warranty team, trained in the proper technical class. For this task from the Air Force at the plant received a letter of thanks, and many of the perpetrators were government and departmental awards.

At the end of 1969 was signed by the end of the act of state tests of the MiG-25R, and this modification started a series at the Gorky aircraft plant. The factory manager AI Yaroshenko, chief engineer Igor Silaev, chief technologist Myurisepom VA has been tasked by the organization of serial mass production MiG-25 in the new building to be completed.

In March 1970, in GNIKI Air Force began testing the future of the MiG-25RB. The prototype was converted for bombing experienced MiG-25R-4. It was first in the world of design bureau's test pilot AG Fastovets implemented dropping bombs from a height of about 20 km at a speed of 2,500 km / h.

Simultaneously with work on the MiG-25, developing the antenna production in 1970-1971 the plant produced and supplied for research vessels of Space Communications ("Cosmonaut Yuri Gagarin", "Cosmonaut Vladimir Komarov", "Cosmonaut Vladislav Volkov," and other) series antennas with a diameter of 12 and 25 m. These research vessels Russian Academy of Sciences intended to control the orbital and interplanetary space flight from the waters of the ocean. At the same time the plant was involved in making long-distance radar detection of missiles (such as "Azov").

For progress in solving technical problems Presidium of the Supreme Council of December 31, 1970 Plant was awarded the highest award of the country - the Order of Lenin. For the plant it was the second Order of Lenin and the third government reward. In 1971 a large group of factory workers were awarded orders and medals.

In the same goal from the Gorky aircraft plant began full production of MiG-25P. He differed from his predecessors the keels of large area, a negative cross-installation angle of the wing, ventral crests of different configurations. Special equipment has also changed. By plane was installed on-board radar, "Tornado-A2." In addition, for the first time realized the old dream fighter pilot - an automatic guidance to target aircraft. In 1974, for the commercial production of the MiG-25 group of specialists of the plant was awarded the State Prize "For the development and introduction of advanced technology." Among the winners were V. Bolshakov - chief engineer of the plant, BN Kornev - Head of DB, AG Bratukhin - Chief Metallurgist, VF Laptev - deputy. Chief Engineer, RP Papelt-chief welder, VS Schekanov - Head of the aggregate plant.

In late 1969, the Minister of Defence of the USSR DF Ustinov set the task: in a few weeks to retool the scouts scout-bombers, which was due to foreign policy events. Work began immediately. Scout equipment added to meet new challenges. The aircraft was designated the MiG-25RB ("scout-bomber").

On the first production of the MiG-25RB bombs (2000 kg) were suspended just under the fuselage. Later, with the installation of wing racks, the maximum bomb load had increased to 4,000 kg. MiG-25RB was produced within two years, and since 1972 at its base began to build more advanced modifications.

Decisions on the development of the MiG-25RBK and the establishment of the MiG-25R was at the same time, as photographic reconnaissance aircraft and the station CPC and CPC-6-7 total electronic reconnaissance versions "P" permit to reveal only a general radio engineering environment (determination of the existence of terrestrial PAC). With the installation of the equipment detailed electronic intelligence "Cube-3 '(and later," Cube-ZM "), a new version would have to" calculate "the coordinates and parameters of the emitting means operatively passing them to the command center and directly to the fighting positions for immediate destruction. After successfully conducted tests of the MiG-25RBK serially produced at the plant from 1974 to 1980. Since 1981, the aircraft began to establish an even more perfect intelligence equipment.

Almost simultaneously with the MiG-25RBK in 1974 launched a series of different - the MiG-25RBS, differing radar side-looking "Sabre". This airplane was manufactured commercially until 1977. Later on the part of the MiG-25RBS found a better hardware.

Another modification of the MiG-25RBF, produced in 1981, turned out by replacing the MiG-25RBK equipment "Cube-ZM" a more advanced electronic intelligence station details, "Ball-25".

The number of interceptor and reconnaissance aircraft in combat Air Force units and air defense grew steadily. More acutely the question arose about training pilots. In 1969 he built and tested quickly double trainer MiG-25PU. The aircraft was based on standard aircraft factory in 1971.

Scouts, and later on - intelligence-bombers would have their distinct from the specificity of the interceptor. Therefore, for the training of flight personnel practices have created air reconnaissance training aircraft MiG-25RU. It had inherent to double training aircraft equipment and was equipped with reconnaissance equipment simulators. First flight of prototype made in Gorky March 20, 1971. All these variants of MiG-25 developed by the designers of OKB Mikoyan design bureau and factory prototypes were built in Gorky.

During the period of maximum production rate of release of the MiG-25 reached 90 aircraft per year, and the complexity of its production during this time reduced by 10 times. Interceptors stopped building in 1979, while production of other options for the MiG-25 was completed in 1985.

Serious improvement underwent MiG-25P interceptor after it drove away in Japan pilot Belenko.Since the aircraft at that time formed the basis of fleet air defense, it was necessary to urgently finalize the mass-produced and previously built cars under a new weapons system. Upgraded interceptor was designated MiG-25PD.

Externally, the MiG-25PD different extended nose of the fuselage. Cars fitted with engines, further elaborated R15BD-300. Inside, the changes were even greater. Instead of airborne PAC "Tornado-A2" set "Sapphire-25" with a different frequency radiation. In this mode BRACIEUX first introduced, allowing to intercept the target and attack it on the background of the earth's surface. This greatly increased the combat capabilities of the interceptor.

In 1984 he released the 44 MiG-25 PD, 38 of them - for export. In total, from 1978 to 1984, passed to the customer 104 MiG-25PD. Since this machine was significantly more effective than the MiG-25P, it was decided to convert the previously released the MiG-25P in the version of the MiG-25PD. To do this, since 1979, "MiGs" were distilled from the regiments to repair factories in the town pump, Dnepropetrovsk, Zaporozhye, where they are in the process of repair equip new equipment. The improved so interceptors were designated MiG-25PDS. Further development of aircraft continued until 1982.

During the years of production at the plant was built in 1112 the MiG-25 of all modifications.Four prototypes produced in Moscow in the experimental production of AI Mikoyan Design Bureau.

For the implementation of technical solutions for the refining in-service aircraft MiG-25P in the version of the MiG-25PDS in 1985, the State Prize laureates received the VM grinding - the plant manager, VV Vachug - Deputy Head of Design Department, AI Kravchenko - senior customer representative at the plant.

MiG-25 took part in the Israeli-Egyptian conflict, the Iran-Iraq war, and during the fighting in the Bekaa Valley in 1982. They are in service with several CIS countries, Iraq, Syria , Algeria, Libya, India and Bulgaria.

In the mid-60's air-defense leadership believed that the MiG-25P - this is just the first link in the air defense system, it is intended to complement the aircraft, which has the same landing and performance characteristics, but with greater range, it should detect the radar target at large distances and be able to hit several targets simultaneously long-range missiles. The aircraft must be able to conduct group fighting, hitting low-flying singing, including cruise missiles at greater distances. This interceptor was required to protect the northern and eastern regions of the Soviet Union, where there was no continuous radar field.

The creation of this machine in the Design Bureau named after AI Mikoyan began in 1968 (preliminary design), and four years later prepared a conceptual design for the future of the MiG-31. Appointed chief designer of the aircraft, GE Lozino-Lozinski. After his transfer to the theme of aerospace, "Buran" was the chief designer of the Interceptor K. Vasil.

During 1972-1974, the years of our designers EDO EDO zavola assisted them. AI Mikoyan MiG in the design of single-25M with Turbojet R-15B-300 (13 550 kgf thrust on) and double MiG-25MP with engines D-30F-6C (thrust of 15 500 kg). Glider first of them differed from the MiG-25 only powerplant compartment. The second retaining only the aerodynamic configuration and its predecessor was a completely new machine in spite of the original continuity of the name.

Compared with the MiG-25 appeared on the wing root nodules and deflected socks, reinforced chassis, the main pillars of which were replaced by two-wheeled, retractable and forward. The front pillar was removed as before. The front doors of niches cleaning the main landing gear were to serve as brake flaps.

Increased fuel capacity. But the main feature of the aircraft were

The radar "Barrier" Phased Array and long-range missiles R-33, placed in tandem semi-flush (conformal) position under the fuselage. On the plane there were six-gun NH-6-23 23 mm and a retractable teplopelengator review the forward hemisphere.

Since 1975, the continued production of antennas, the plant started to manufacture more complex radar systems using phased arrays belonging to the anti-aircraft missile system S-300.

Decision to produce the MiG-31 in our factory, as reflected in the Order № 256 of MAP, was June 10, 1974. Alteration of the fuselage and start drawing them into the production went along with flight test a prototype of the MiG-25PM.

In 1976 he began training at the factory production of the MiG-31 production and installation of two machines of the party. From prototypes were different, in particular, the increased scale of the flap, smaller area of ​​horizontal tail and the angles of deviation and its sweep, a large vertical tail arm by lengthening the fuselage. Reduced the size of brake flaps and increased the angle of deviation. These changes occurred after the flight testing of prototypes.

In 1976, the order of the Minister of Aviation Industry organized a bureau Gorky, who was appointed chief designer of the EI Mindrova. The Design Bureau have formed five divisions (based on the design teams), the following areas: airframe, aircraft systems and weapons, elektroradiooborudovanie, ground support, operational and technical documentation. Divisions headed by Deputy Chief Designer: V. Chirkunov, SM and Yu Yu Kokurin Malenov, department heads, AN Vanyakin and AM Rappaport.

The first MiG-31 with a weight equivalent of radar, "Barrier", designed for aerodynamic testing, collected in late spring 1977 goal. The second aircraft, designed to test avionics, gathered out of the box at the end of that year. Then build the second and third series of three and five cars that are also connected to the flight tests.

Work to test the montages aircraft systems and avionics have traditionally were based on the principles of integrated teams of specialists KANARSPI plant.

Drawing on experience in creating technology-to make and use the MiG-25, the chief designer of EI Mindrum, with the support of the factory director, AN Gerashchenko and General Designer of RA Belyakov, prepared a list of development works to reduce the mass of the MiG-31 , an increase of fuel, increasing production and maintainability, reduce manufacturing complexity. To implement these proposals in 1978 were signed: Air Force decision MAP № 01-11-78 (20 June) on the allocation of the MiG-31 and "The program works to improve the production and maintainability, reliability, service life and weight loss products" 01 " .

The basic structural differences between machines subjected to revision (№ 0503) from the serial MiG-31 cockpit panel steel pan-type air intake without top-entry tank fuselage with increased fuel nacelle drag chute, the increased number of ventral hardpoints missiles, etc.

Development of design documentation for the aircraft number 0503 was carried out in 1978-1980. The aircraft collected in an experimental workshop in 1983 and 29 December bureau chief pilot named Anastas Mikoyan, AV Fedotov, lifted him into the air from the factory airfield. In 1980, a goal "for the introduction of advanced technology," plant manager AN Gerashchenko, chief designer of the plant E. Mindrovu, turner, GI Rybakova was awarded the State Prize.

Most of the developments introduced in mass production, and the car became the prototype of the next aircraft design bureau named after AI Mikoyan - the MiG-31M.

February 2, 1982 decree of the Presidium of the Supreme Soviet of the USSR for his services to develop, manufacture and testing of new aircraft plant them. Ordzhonikidze was awarded the Order of the October Revolution. A large group of workers received government awards.

Order of the Minister of Aviation Industry № 340 / s on August 3, 1984 to form Gorky Aircraft Production Association named after S. Ordzhonikidze, as part of the Design Bureau and Plant.Appointed director general of the AN Gerashchenko, and since 1986 the union was headed by M. grinding. EDO factory received the name "Gorky's bureau," his head was the chief designer of the plant E. Mindrum, and in 1987 the bureau was headed by V. Drobyshevsky.

In July 1987, test pilot named OKB Mikoyan RP Taskaev L. Popov and co-driver flown on an experimental fighter-interceptor MiG-31DZ over the North Pole on a route Monchegorsk-Pole-Anadyr (Chukotka). The plane refueled twice in the air and fuel in flight was 26 min 6:00, and the crew enjoyed a long-range navigation equipment. Since 1989, this type of aircraft was produced in series.

In 1987, together with OKB Mikoyan deep modernization of the MiG-31, received the designation MiG-31B. From OKB Mikoyan this work was headed by EK Kostrubsky. MiG-31B differed from the standard MiG-31, mostly modified BRACIEUX "Barrier-A" long range missiles and options on the wing. Aircraft fuel systems refueling in the air, emission noise, distant radio and satellite navigation, improved equipment for transmission of information on the land have substantially broadened the capacity of the machine.

In late 1989, instead of the MiG-31 into serial production started MiG-31B, which began to flow into the country's defense forces. At the same time developed design documentation for the conversion of previously issued MiG-31.

In the same year for "design and implementation of highly resource-saving technology?, In connection with the development at the factory presses a high specific pressure, a group of authors of plant specialists, Moscow Institute of NIAT, MAI, VNIIMETMASH, Kolomna Heavy Machine Tool Plant was awarded the USSR State Prize . Winners, in particular, has been A. Belkin, I. Veygman, SS Voinov, VN Kuznetsov.

In the early 90s at the plant on its own initiative developed documentation and built a model of export of the MiG-31 E.

In addition to these aircraft, together with the EDO factory named after AI Mikoyan was active nal creation of prototypes of the MiG-31M and MiG-31A and future multirole fighter, but this is too early to speak.

In 1984, the order of the Minister of Aviation Industry Gorky Aircraft Association was incorporated in the state program for the production of the MiG-29. The plant was ordered in cooperation with the Moscow Aviation Production Association named after PV Dementieva, who has mastered production of combat vehicles, combat-produce the MiG-29UB.

MiG-29 was developed by OKB Mikoyan name since 1972. The first flight of the MiG-29 took place in 1977. For flight testing of the aircraft, took place before 1982, produced 14 experimental machines.

MiG-29UB was developed in 1976. For reductions in airframe improvements refused installation of a radar and, consequently, of R-27R. At the same opto-electronic complex OPRNK and short-range missiles R-73 and F-60 class "air-to-air" saved from its predecessor. The instructor was located in the cockpit with a common flashlight over cadet. To improve the forward view during landing in the cockpit of the aircraft from the instructor has a periscope and mirrors.

OPRNK complex allows to keep passing maneuver battle with guided missiles with thermal homing R-73, F-60 guns, as well as of engaging surface targets with bombs and rockets. The first model airplane was built in the Mikoyan design bureau, it took flight in 1981. The second glider in units shipped to the plant in Gorky. In our factory started construction documentation and completed the second assembly of the airframe in the shop in 1984, aggregate goal. In the assembly shop of the complex under the guidance of teams of designers worked montages aircraft systems and equipment in accordance with the requirements KANARSPI.

The fall of 1985 aircraft were collected and transferred to LIS works and in the end, the first MiG-29UB build our factory got off the ground. At the plant mastered the production of the head of the fuselage to the frame number 4, the remaining airframe came from MAPO-operation.

Of aggregate assembly to Lis design support production of the MiG-29UB was headed by deputy chief of bureau VG Drobyshevsky. Working off of the aircraft involved in erections integrated team, managed by leading experts EDO DA Morozov, N. Taranenko, IV Smirnov, VS Taranaki, EI Turusov, KT Tsvetkov, T . Legurov V., Kozlov, VV Vachug, GM Naugolnykh, W. pots, BS Klyuyev, LI Balashov, AI Kulikov, VS . Shilov, P. Spiridonov, V. Nikonov, GI Knyazev, R. Davydov, and others.

When assembling the first series MiG-29UB was a lot of technological issues associated with design features the airframe, in particular its hardness. There were questions about the device closure of the lamp adjustment system bailout and the system of motor control, gaps in the VVR and closing mechanisms, locks hood after removing the aircraft with jacks and installation on the chassis. To address these issues, technological methods have made many suggestions technologists N. Novikov, E. Korovin, I. Gorbushin, E. Gushin. Actively working on launching the production of the MiG-29UB build on the aggregate VF Kuzubov, VA Mikhalkin, EF Bodikov, assembly plant workers NA Shchukin, VF Tsvetkov, S. tectonic , VV cuirassiers, E. Serov, test-shop of the plant E. D. Yusupov, N. Krasheninnikov, V. Slusarenko, SA Sharov, VS Poltavchenko, V. P. Vanyushkin, AV Wonderful, E. Stepanov, A. Ya Isaenko and others. A lot of attention to the work on development of mass production plant manager paid VM grinding, chief engineer, GN Gundyrev, Chief Inspector BM Kutin, deputy chief engineer Yu Chirkunov, Deputy. Production Director O. Golubev.

The first of the factory test pilots flew the MiG-29UB VA Herodinov.

Production of the MiG-29UB at the plant continues. Together with the Design Bureau named after AI Mikoyan design solutions developed to increase the amount of fuel on board the aircraft, modernization of equipment to further enhance the performance characteristics of the MiG-29 and MiG-29UB by expanding the information field of the cabin, increasing the range of missiles and upgrade class "air-to-air" and "air-surface". Works are planned for installation on the MiG-29UB-board radar system and the transformation of military training aircraft in the double shock of combat MiG-29UBT. The first phase of the work done in this area in 1998-1999, the MiG-29UB.

Factory has released several hundred MiG-29UB, which are set for both domestic Air Force and for export.

In recent years, many countries in terms of defense cutbacks and rising costs of new weapons attach great importance to the modernization of military aircraft. This fully applies to the fighter MiG-21, most of which are constructed of six thousand, and is now at the Air Force a number of foreign countries. A third of them - this is the last modification planes MiG-21bis. Aircraft performance characteristics of the machine is only partially concede to the requirements of a modern light fighter. MiG-21 has a low radar signature.

A large number of aircraft has not developed its flight and technical resource. But the MiG-21bis is the RRA, which show only airborne targets in free space and missiles, "air-to" short-range with a limited range of angles bearing during start-up. They identified the main line of work for the modernization of MiG-21bis - installation of new avionics and modern weapons while preserving the performance of the modernized model. In 1990-1993, Design Bureau named after AI Mikoyan Engineering prepared a note which formulated the concept for the modernization of MiG-21bis, based on the following objectives:

- Preservation of the basic flight characteristics of aircraft;

- The transformation of the plane of the second generation on the composition of the equipment in the fourth-generation fighter;

- Increase the combat effectiveness of the MiG-21bis in five or more times through the use of new types of missiles, "air-to-air", which would put him in a number of modern fighter aircraft F -16 A , F -15 A , Mirage-2000;

- The extension of service life to 4,000 flight hours, and 40 years of operation.

The main participants of the modernization of MiG-21bis were named OKB Mikoyan, Inc. "Fazotron", Nizhny Novgorod plant "Sokol", with the support of the Civil GosNIIAS "Rosoboronexport". The upgraded MiG-21bis was designated MiG-21-93. The upgrading of the aircraft from Yakovlev Design Bureau. Mikoyan was headed by AA Manucharov.

In the years 1993-1995 at the plant in conjunction with Design Bureau named after AI Mikoyan design documentation, and built two prototypes, which worked out and checked the main technical solutions, have implemented a real missile launch. The first flight of the MiG-21-93 made May 25, 1995 in Nizhny Novgorod airport. The plane was piloted by test pilot named OKB Mikoyan, Vladimir Gorbunov.

In 1996 a contract was signed with the Government of India to upgrade 125 MiG-21bis. In 1996-1998, the factory finished the two cars the Indian Air Force, which was sent to flight testing with the test for all modes of combat and the actual use of weapons at the site. In late 2000, after the tests were sent to India, an aircraft factory Indian corporation HAL . The company started to send to India, parts and equipment to enhance other machines, there passed before design and technological documentation.

Work on the modernization of MiG-21bis was carried out as part of integrated teams of designers, technologists and leading specialists of the plant. In this great contribution designers YA Sulimov, V. Pashkevich, VV Vachug, Kozlov, VV Starukhin, AN Panyshev, DA Morozov, E. A. Mikhailov, IV Smirnov, LN Navolotsky, NI Sorokin, C. T. Tsvetkov, GA Heifetz, F. Blinov, VA Karsakov, EI Turusov, GM Naugolnykh, VN Dryanitsyn and others technologists VN Knyazyuk, P. Korolev, AF Gusev, V. Belov, S. Sidnev, A. C . Ankundinov, EA Chugirov and others, assembly plant workers, VF Tsvetkov, VV cuirassiers, AN Novikov, T. Khvorova, MA Ivanov, A. Makarov, N. Belov, AE Chelyshev and others, workers FOX VS Shuser, V. Mikhalev, V. Demchenko, VV Vladykin Vasyankin G., A. Boiko, A. Khudyakov, EP Stepanov, M. Tsvetkov, S. Pankov, VI Sukaylo; test pilots AG Konovalov, S. Kara, VP Roslyakov , AF Earth and others, heads of the plant V. grinding, GN Gundyrev, W. X . Pankov, V. Drobyshevsky, P. Korolev, VF saddle, J. A. Saveliev, VV Lisenkov, ME Shibaev, and others.

Since 1991, due to the sharp decline in orders of military equipment by the Ministry of Defence, the plant started to form and implement the conversion program. During this time, taken a significant step in the development of civil aircraft in Nizhny Novgorod. Development of military technology has allowed the plant to learn the processes and production, which can be used in the construction of civil aircraft.

In the early 90s the plant's management, given the specialization of the production process in the production of military aircraft of medium dimension, and within this dimension are designed and built manufacturing plants of the plant, developed the concept of developing civilian cars of the same dimension. By exploring the projects have taken of aircraft and vehicles with capacity from four to thirty passengers and with a wingspan and length of the hull up to 25x25 m. On this principle, have picked up two sets and four "North", four-seater - "Dolphin" and "Accord", a six boat Hydrofoil "Falcon"; eight-- "Gzhel", "Dingo", amphibious boat on a dynamic air-mite "Volga-2". Considered the construction of aircraft: chetyrnadtsatimestnogo "Falcon" and tridtsatimestnogo "Duet."

In 1991, a goal on the recommendation of the Ministry of Aviation Industry began a collaboration with Italian company "Evrospeys" but co-production four-seater light aircraft F -15 F "Dolphin", which was built in Italy in one instance, passed flight tests and was awarded type certification Italian Registry. The firm "Evrospeys" acquired the rights to the certificate of the aircraft and offered cooperation in its production to our factory in a joint Russian-Italian venture. It was assumed that the plant will produce airframe systems, and installation of the engine, avionics, interior trim, painting the aircraft and flight tests - to hold firm "Evrospeys" in Italy, there is supposed to confirm the type certificate for the plane. Design documentation, except for some drawings, was missing, the Italian partners were asked to replace the propeller, avionics upgrade, develop design and retractable landing gear, as a consequence - the complete set of design documentation for the upgraded aircraft. In addition, it was necessary to test defensive units, designed and newly manufactured from materials produced in Russia.

In 1993, the plant signed two contracts to perform design work and construction of party planes.In August 1994, built the first aircraft installation of the systems worked. Build on the results of refined design documentation, and was translated into English by passing it to the customer. The aircraft was sent to Austria in the town of Wiener Ney pggadt the firm "SPLA" for ground and flight tests with the firm "Evrospeys." Develop a set of design documentation for "Dolphin" was conducted by the Design Bureau of the plant, the lead designer of the aircraft was AF Timonin.EDO designers needed to examine the requirements of the American rules for the design of light aircraft FAR -23 (Russian rules AP-23, while absent) to develop and design all over again. Could facilitate the design of aircraft to 78 pounds and get on the flight testing of a good growth rate.

The work on the plane "Dolphin" actively participated designers AF Timonin, V. Nikolski, S. Kokurin, BS Klyuyev, VV Radionychev, N. Kandybin, SI Timofeev, A. Kheifets, AV Medvedev, I. Smirnov, L. Smith, V. Nikonov, EV Ukhanov BV Kulaga, VV Vachug, VA Karsakov, GM Naugolnykh, EE Tsyplenkov, GM Shalaev, and others; technologists E. Korovin, RN Plyukhin, A. Danilov, M. Orlov , P. Korolev, Korolev Yu and others from the production of VG Udovikov, VI Purshev, AI Illarionov, N. Zelentsov, MA Tsyganov, A. AND . Shirshov Vladimir cuirassiers, AA Makarov, A. Bolshakov, AA Efremov, AI Losev, Yu K. Tamoykin and others, heads of the plant V. grinding, T . Gundyrev N., V. X . Pankov, VF saddle, V. Chirkunov and others. When constructing the airplane a lot of attention was paid to the quality of parts manufacturing, assembly and airframe assemblies in general. For this line of work meet the Chief Inspector of the plant office, headed by ME Shibayev.

The aircraft "Dolphin" was successfully demonstrated at the Air Show in Germany, Italy, France, the United States. Was made thirty gliders, but in mass production, he did not go because of financial problems, an Italian partner.

One of the stages of development of civil aircraft at the factory was cooperation with a team of EMR them. Myasishchev, led by Chief Designer VK Novikov. EDO is currently developing in the eight-passenger convertible general-purpose aircraft M-101T "Gzhel". Chief designer of the aircraft was assigned ES Charsky.

Mastering "Gzhel" at the plant began in 1992 a goal. The design of the aircraft used traditional materials and techniques of aluminum assembly - riveting and bolting. By the aerodynamic surfaces of the airframe to meet high requirements for quality, which created some difficulties in production, so they had to rivet sheet-plating.

Originally "Gzhel" was designed by a piston engine, "Lycoming" and had leaky cabin. Already in the process of transfer to the plant design documentation made ​​the cabin sealed and installed turboprop engine Czech-made M -601 F . In the first set of aircraft deployed instrumentation and systems in Russia. Later in the avionics suite of instruments introduced "Bendix King" and grozootmetchik " WX -600 ".

Designers EDO factory in conjunction with specialists from EMR them. Myasishchev improved machine design and its systems. Testing of installation and the aircraft was carried out by joint teams of the complex designers, engineers and producers. In 1994-2000 built an experimental batch of four and installation - of the seven aircraft, a glider - a static test. We launch into production and development "Gzhel" at the factory have great contribution designers DN Morozov, SM Kokurin, Kozlov, B. B. Vachug, VV Starukhin, AN Panyshev, GA Golovanov, AV Aksenov, IP Kozlov, VD pots, C. Kiselev, VI Muzhzhukhin, GV Legurov, N. Taranenko, GM Naugolnykh, BS Klyuyev, VN Dryanitsyn, AI Kulikov, FI Blinov, I. Smirnov, A. Dudin and others technologists P. Korolev, E. Korovin, RN Plyukhin, P. Korolev, VP Knyazyuk and others industrials AI Illarionov, B. I. Purshev, NA Shchukin, AI Ushakov, O. Shepherds, VG Ugarov, P. Lepihov, VF saddle, B. AI Mikhalev and others leaders VM grinding, GN Gundyrev, W. X .Pankov, V. Drobyshevsky, V. Chirkunov, ME Shibaev, VN Kuznetsov, AV Klimkovich and others.

March 31, 1995 from the airfield of the Nizhny Novgorod aircraft building plant first flew on the M-101T "Gzhel", piloted by test pilot Yakovlev Design Bureau. VM Myasisheva VV Vasenkovym. The aircraft was designed in accordance with the requirements of markets in different regions and countries. The versatility of the new machine, as shown by market research, give it a wide potential sales for many lay down, as for civil aviation, and for law enforcement, especially in "third world". The project is an aircraft "Gzhel" entered into the approved program of the President of Civil Aviation until 2010. At present stage is completed factory tests "Gzhel" and carried out the certification flight tests, which should end in 2002

In 1992 he began a collaboration with the plant NPP "Aerorik" on the program to create an airplane, "Dingo". In March of that year came the decision of the Government of Russian Federation № 280-P to create an aircraft with landing gear , air penny "Dingo". SPE "Aerorik,"led by VP Morozov, was formed in 1990. It consists of experienced professionals on CDB SEC them. REAlekseyev and plant "Sokol".

In early 1992 a contract was signed with the plant "Sokol" of the development of design documentation and production preparation for the construction of three prototypes, "Dingo".Since then, the OKB plant became a full partner and co-author of the major design decisions embodied in this car. Some of the aircraft did not have analogues, and their development was the first time. The Design Bureau of the plant developed and launched into production drawings for the aircraft, performed calculations for strength. Great contribution to the development of drawings made by J. K Tamonov, OT Chugunov, GA Golovanov, VD pots, C. M. Kokurin, GM Naugolnykh, AI Kulikov, AV Voinov, VN Dryanitsyn, LN Navolotsky, GA Heifetz, R. Davydov, PD acne, V. Nikonov, and others. In 1994-1996 Scoring draw at the factory built three airframes "Dingo", one - to the static tests, based on the second built a flying prototype aircraft. Continuation of the program was halted because of financial difficulties at NPP "Aerorik."

Also in 1992 the factory has received a proposal from an NGO to SPK CDB them.REAlekseyev to build a corps amphibious boat "Volga-2", designed in 1986 under the leadership of REAlekseyev. Set of design documentation for the system launch was absent, as the boat was built in a single copy, and create documentation on a contractual basis proposed bureau of the plant. Development of the documentation held by the performance specifications for the CDB SEC with experts CDB under the leadership of ekranoplanes by Vladimir Sokolov.

The designers of OKB developed a documentation management, air-cushion device, the annular nozzle, cockpit equipment, hoods, engine installation (and subsequently to replace the rotary-piston engines on the ZMZ-405), elektroradiooborudovanie, dashboard, etc. The documentation for the system developed simultaneously with the launch of the drawings in housing production. A large amount of design development engineers met Vladimir Radionychev, G. Knyazev, GM Naugolnykh, SM Kokurin, Charles A. Sadykov,

B. Kozlov, AV Voinov, and others.

The boat can be used to carry passengers, cargo, and as a rescue and care. From 1994 to 2000, the plant was built ten buildings, seven of them used to build boats that are sold into service in Montenegro, Kazakhstan, China and Russia.

In 1993, of engineering firm "TransAl-AKC" under the direction of B. Latyshenko developed a conceptual design of marine pleasure boats TA-10 "Falcon", who offered to produce in our factory. In 1994, the EDO factory has developed and launched the design documentation for building, interior systems and boats. Documentation developed: on the case - the designers S. Kiselev, VV Radionychev, SM Kokurin, C. I. Timofeev, and BN Shmonin, BS Klyuev and others on the system - N. Taranenko, V. Kozlov, AV Aksenov, IV Smirnov, R. Davydov , AV Lonschakov, EI Turusov, VV Starukhin, A. Kovalev, and others.

Assembly and finishing boats made by experts one of the shops of the plant under the supervision of AI Illarionov.

In August 1995, was assembled and launched the first boat "Falcon", who was running tests and received a certificate of River Register. By 2001, customers have built and sold seven boats with different variants of the cockpit, hardware and finishes. Manufacture of boats at the plant continues.

In 1996 the plant began operation in conjunction with the Yakovlev Design Bureau. Yakovlev, led by Chief Designer A. Dondukov, to create the training set of UGC UC-130, consisting of initial training aircraft Yak-152 training aircraft Yak-130 and computer classes for training pilots and technicians the Air Force. Chief Designer of the Yak-130 complex was named NN Dolzhenkov.

To implement this program, Yakovlev Design Bureau. Yakovlev in 1992, designed and built with the help of Smolensk and Novgorod aircraft factories Yak-130D. Demonstrator aircraft passed the stage of flight tests with the participation of specialists and the Russian Air Force Italian firm "AERMAKKI." In 1998, Yakovlev Design Bureau in cooperation with our plant has developed and launched a set of design documents for a training version of the Yak-130. Our designers have developed a documentation on an airframe (excluding lamp and tail) and aircraft systems. On the set of avionics, weapons, light, tail and part of the documentation of aircraft systems developed by Yakovlev Design Bureau. A. Yakovlev.

In accordance with the changing requirements of the requisitioning control the Defense Ministry was asked to create a combat trainer Yak-130.01 (principal construct KF Popovich) capable with the appropriate equipment to perform tasks multipurpose tactical aircraft impact both ground-and ship-based. A feature of this machine is equipped with its remote control system that allows to change the stability and controllability characteristics depending on the type of simulated aircraft and acting as the active system of flight safety. Modern airborne pa dioelektronnoe equipment, equipment cabin with three multifunction color indicator, changing the system on-board aircraft control do meet the most stringent requirements. Refinement and development of design documentation again conducted jointly by the designers of OKB im. Yakovlev, led by President  and Demchenko EDO factory in 2000-2001. Completion of construction and the start of flight testing of the first copies of educational and Yak-130 combat plan in 2003