The plant was originally planned as one of the city-forming enterprises of Komsomolsk-on-Amur. The Nanai camp of Jemgi (currently one of the districts of the city) was chosen as the site for the construction.
On July 18, 1934, the first stone was laid in the foundation of the main mechanical building of the future aircraft plant No. 126. A government document on the construction of an aircraft plant on the banks of the Amur near the village. Permsky was published on February 25, 1932. On this day, the beginning. Main Directorate of Aviation Industry, Deputy. People's Commissar of Heavy Industry PI Baranov signed an order on the design and construction of three aircraft factories: No. 124 - in Kazan, No. 125 - in Irkutsk, No. 126 - in the Perm region.
Memorial stone on the Amur embankment, at the site of the landing of the first builders
May 19, 1932 to the area with. A group of plant builders in the amount of 100 people arrived in Permsky. Among them was the head of construction KR Zolotarev, together with his deputy Zinoviev and Ch. engineer Shchipakin. Zolotarev and his assistants, first of all, had the goal of additionally inspecting the sites for the construction of the plant in the area of the Dzemga camp and in the area of the lake. Bologne. As a result, after inspecting the area, the originally planned place at the lake. Bolon was rejected due to its insufficient depth, and the Dzemga site, despite a number of its significant shortcomings, K. R. Zolotarev and his assistants found it suitable both for the construction of the plant and the adjacent airfield. The chairman of the regional commission appointed by Blucher, Mikhailov, confirmed the unsuitability of Lake Bolon for the construction of a plant there. This was reported to Moscow. On May 31, a new detachment of builders in the amount of 130 people arrived on the steamer "Kapitan Karpenko" and settled in the area of the Dzemgi camp in tents and Nanai fanzas. By that time, the Nanai had already left the camp and moved to other places.
June 2 K. R. Zolotarev sent to Moscow early. Aviation Industry Mukhin a detailed report on the situation at construction, which reported that the site chosen for construction has a high probability of flooding in autumn floods.
However, despite all the data on the high probability of flooding of this site, the construction and storage of the necessary cargo was carried out without taking this factor into account. As a result, in September, an unprecedented flood on the Amur caused great damage to the construction site. Material resources of construction objects at the industrial site, including the foundation pit of the main building and the airfield, all turned out to be flooded. Of the 570 hectares allotted for the construction site, 390, i.e. 70% of the entire area was under water.
At the construction site, an expedition was urgently created under the leadership of engineer L. Kravtsov, who in a short time found a new place for construction 4-5 km from the previous construction site. Work on the uprooting of the taiga and the draining of swamps began again on it.
Only a few months after the landing of the first detachments of builders, it became obvious that preparations for the construction of an important facility in the harsh, prolonged winter of the Far East, swampy terrain, lack of knowledge of local climatic and other conditions, was carried out too hastily, at an extremely low organizational level. The leadership of the people's commissariats and other organizations responsible for the direct technical and material supply of the construction site acted inconsistently, with a complete lack of understanding of the complexity of the tasks. It also became obvious that a mistake was made in the decision to send young people to explore the taiga and build a factory who did not have construction specialties, were not provided with the necessary supply of food, clothing, equipment and much more.
Monument to the First Builders of Komsomolsk-on-Amur
The consequence of miscalculations and criminal negligence was the exhaustion and death of people from scurvy. People began to leave the construction site. From the beginning of construction until November 1, 1932. 787 workers left the construction site - 26% of the total number of arrivals. Construction in 1933 was in jeopardy, and K. R. Zolotarev had to make great efforts to continue.
The development of the new industrial site continued throughout 1933. The builders harvested timber, laid logs from the old site to the new one, and urgently built barracks for military builders. At the end of 1933. six battalions of military builders of the Special Building Corps in the amount of 6,000 fighters and commanders arrived in Khabarovsk.
In January 1934. after their arrival in Komsomolsk, work on the construction site noticeably revived. In the first half of 1934, a road was built from the Amur bank to the new site. With the opening of navigation in 1934, construction materials, equipment, vehicles began to arrive at the construction of industrial facilities without transshipment. This immediately affected the pace of construction of plant facilities.
July 18, 1934 the laying of the first stone took place in the main building of the plant. This day is considered the birthday of the aircraft plant.
Since July 1935. one after another, the workshops of the plant began to enter into operation. On July 15, 1935, the first shop № 9 was put into operation - the tool shop. In September - No. 1 -mechanical - the first production workshop. Then - No. 14 - fitting and assembly, No. 15 - thermal, No. 13 - stamping-blank, No. 18 - coating shop. By the end of 1935, the main production and auxiliary workshops were formed, which determined the appearance of the plant. The area of the constructed part of the main building exceeded 20 thousand square meters. m. In August 1935. equipment of the aggregate shops began. In total, over 270 pieces of equipment were installed in 1935. In 1936. the area of the constructed part of the main building was about 44 thousand square meters. m., about 470 pieces of equipment were installed.
The pace of construction and the normal course of work was constrained by a shortage of electricity. The plant used electricity from a temporary power station (WPP). In the general design of the aircraft plant, and then in the subsequent assignments of the central administration, the people's commissariat and the government, from the very beginning of the construction of the plant, the construction of a power plant in the plant system was not provided. Larger power facilities had not yet been built at that time.
The plant began to receive electricity in sufficient quantities only in January 1936 with the introduction of new capacities at the TPP of the shipbuilding plant, from where the power transmission line was extended to the aircraft plant.
Simultaneously with the commissioning of production shops and other facilities, the plant's staff was preparing for the release of the R-6 aircraft designed by A. N. Tupolev. R-6 took part in the conquest of the North Pole, the development of the Arctic, and the rescue of the Chelyuskin people. It was an all-metal twin-engine machine with a rigid frame and corrugated sheathing. Serial production of it was started back in 1929, it was well debugged and worked out at other factories, but by 1936 it was outdated as a combat one.
Model of the R-6 aircraft on the territory of KnAAPO
The installation of new equipment and the development of the first product took place in difficult conditions. The work on the product was time consuming, many operations were performed manually. The assembly, drilling, and riveting of the frame, mainly of a tubular structure, were of particular difficulty. There were no necessary machine tools, technological equipment, tooling, materials, skilled workers. Drilling was carried out with hand drills, riveting - with bench hammers. There was no compressed air or pneumatic tool. When glazing the cockpit, there was no special material provided for by the technology - then they used a "triplex" automobile windshield.
By May 1, 1936.the first aircraft was assembled, but the runway was not ready for testing. We decided to take off the plane from the water, for this we used floats from the P-5 machine.
During 1936. and in the first half of 1937, 20 aircraft were assembled, two of which remained at the manufacturing plant, and the rest were transferred to the operating organizations.
By order of May 21, 1936, the plant received the task to establish production and start manufacturing machines DB-3 (long-range bomber) designed by S. V. Ilyushin.
The aircraft was put into serial production, first at two plants in the European part of the USSR, and then at the Komsomolsk-on-Amur aircraft plant.
The mastering of the DB-3 and its preparation for serial production went on at the plant with great difficulties. The reasons were both objective and subjective. The aircraft was mastered under conditions of continuous modification, in the absence of experienced personnel and well-functioning production, far from the technical and scientific centers of the country. The plant had a large unfinished construction, lack of universal and special equipment, did not have drawings and technologies designed for serial production of the aircraft.
The first 30 DB-3 aircraft were produced in 1938. From the end of 1940, the plant began to introduce into production the DB-3T (torpedo bomber) and DB-3PT (on floats) modifications. In 1939, 100 DB-3 vehicles were produced. In 1940. - 125 cars. The plant gradually mastered the production of a new aircraft DB-3F, and then the Il-4.
Restored IL-4 on the territory of KnAAPO
During the period from January 1, 1941 to January 1, 1945, the plant's capacity increased by production area - 2, 6 times; for machine tools - 1, 9 times. The volume of production during this period increased 2, 6 times, and the number of production workers in 1945 was at the level of 1941. This made it possible to supply the front with 2,757 Il-4 aircraft. In 1942, the plant doubled the production of IL-4 aircraft in comparison with 1941. In 1942, the Komsomol aircraft manufacturers produced a record number of aircraft - 695! This is the highest number of aircraft production in all the years of the plant's existence. And during the entire war period, the plant did not reduce the production of aircraft necessary for the front. In 1943 - 604, in 1943 - 616. And only in the last military year, 1945, the production of aircraft decreased slightly - 459. to 1945 the plant produced 3,004 DB-3 and IL-4 aircraft. The staff of the plant made a significant contribution to the victory.
The remains of the Il-4 aircraft, found on the Kola Peninsula in the northern swamps, were transported to the plant. The plane was restored and in August 1982 it was erected on a pedestal in memory of the military and labor feat of the Komsomol aircraft builders.
In the second half of 1945, the plant began mastering the serial production of the Li-2 aircraft. It was an American licensed DC-3 car from Douglas. In the 40s - 50s. the aircraft was the most massive passenger aircraft on the allied and foreign lines of Aeroflot. The first transport aircraft Li-2, manufactured at the plant, were produced in 1947. the plant produced 435 aircraft, of which 15 were in the passenger version.
Li-2 served the national economy for many years, and was successfully operated by the manufacturer. In memory of the Li-2, one of the aircraft that had served its term was installed on a pedestal on the factory grounds on August 17, 1984.
In 1949, the plant was ordered to master and ensure the mass production of the MiG-15 jet fighter. The aircraft, created in the design bureau A. I. Mikoyan and M. I. Gurevich, was a maneuverable, easily controllable, well-armed combat vehicle and was the pride of domestic design thought. It was at that time one of the most famous aircraft in the world, the "soldier plane" by the definition of the pilots.
Until 1949 the plant produced aircraft with piston engines. The MiG-15 was the first jet aircraft whose speed (1100 km / h) approached the sound barrier. The Komsomol aircraft builders had to master the aircraft of a completely different level.
The period of development and successful serial production of the MiG-15 and MiG-15bis aircraft is considered by the Komsomol aircraft manufacturers to be the second birth of the plant. Since that time, the aircraft plant began producing first-class jet aircraft, which made KnAAPO famous far beyond the borders of the country; begins to overfulfill production plans. In 1951, with a plan of 337 aircraft, the plant produced 362 aircraft.
In 1952, the serial production of the new MiG-17 aircraft began. Since 1953, the plant began producing another modification - the MiG-17F with a boosted engine and improved flight and tactical characteristics. In 1953 461 were produced
MiG-17, in 1954 - 604, in 1955 - 336 MiG-17F and 124 MiG-17. In total, in 1955 - 460 aircraft.
In the early 50s, the plant delivered MiG-17F fighters to Egypt and Algeria. In the same years, a license was transferred to the production of this aircraft in the PRC. The plant's specialists provided assistance in mastering its manufacture at the Shenyang aircraft plant. In connection with the completion of the production of the MiG-17, in 1957 the plant was not provided with a normal load, as it did not have a firm order.
Soon everything changed, at the plant the serial production of the supersonic Su-7 of the P. O. Sukhoi design bureau was launched. The Komsomolsk Aviation Plant became a pioneer in the production of the Su-7. And this meant that all the problems arising during the development of a new aircraft were solved by the team on their own. In the course of preparing the aircraft for serial production, its design and technological refinement was fully ensured and a whole range of technological solutions was carried out, turning the prototype into a serial production machine.
The first production aircraft were built in the spring of 1958, and for the entire 1958, 100 combat vehicles were manufactured for the country's armed forces.
Since that time, the continuous improvement of the aircraft began. The Su-7 underwent 15 modifications with almost unchanged overall dimensions and airframe configuration, and each new modification differed from the previous one in higher combat and operational properties.
After the Su-7 and Su-7B, an improved version of the aircraft with a modified fuel system and improved operational characteristics appeared - the Su-7BM. In 1964, the export of the Su-7BM began to Arab countries, India, Czechoslovakia and Poland.
Su-7B Air Force of Czechoslovakia
Following the Su-7 and its modifications, the team began mastering a structurally more complex aircraft, which was named the Su-17.
Su-17 assembly line
The wing of the Su-17 was divided into two parts, one of which could rotate relative to the other in flight, changing the sweep. This made it possible to improve takeoff and landing characteristics, besides, the aircraft became more maneuverable.
One of the early Su-17s turned into a monument on the territory of an aircraft plant
Soon after the successful development in operation, the Su-17 was modernized and received the designation Su-17M. This time, the fuselage, fuel and a number of other systems have undergone major changes. The fuselage now has a sealed compartment filled with fuel.
Su-22M Polish Air Force
Following the Su-17M, the Su-17M2, then the Su-17M3, and then the Su-17M4, which were consistently distinguished by an improved composition of onboard equipment, appeared. Combat training aircraft were also modernized, respectively, the most advanced was the Su-17UM3. For foreign customers, the Su-20, Su-22, Su-22M were consistently produced.
In 1960, the plant began mastering the production of the P-6 (4K-48) missile system. The P-6 anti-ship homing cruise missile, created under the leadership of the General Designer, Academician V. N. Chelomeya, was intended to destroy targets from submarines on the surface. In this missile, a fundamentally new quality for anti-ship missiles was implemented - the selective defeat of the main targets, primarily large ships.
On the P-6 rocket, for the first time in world practice, a folding wing was used, which automatically unfolds in flight. The rocket was launched from a small container. The propulsion system included a starting unit of two solid-propellant engines and a sustainer engine, also running on solid fuel. In 1962, production began, and in 1964, after successful tests, the P-6 missile system entered service with submarines.
The creation at the Komsomolsk Aviation Plant of a reliable scientific, technical and production test base for the release of missiles became the basis for the fact that in 1966 it was decided to produce a new sea-based missile system, Amethyst, instead of the P-6.
ASM "Amethyst"
The complex of missile weapons "Amethyst" (4K-66), created, like the P-6, in the design bureau of V. N. Chelomeya, was intended to destroy enemy surface ships with cruise missiles launched from a submarine in a submerged position. Shooting could be carried out both with single missiles and salvoes from a moving submarine. The production of the Amethyst missile system was organized on the same engineering, technical and production base as its predecessor, the P-6. The task for the preparation of the production of the rocket was received in 1966, and already in 1967 the first batch of "Amethysts" was released, the production of which lasted for almost 20 years.
The all-metal sports gliders A-11 and A-13, the Ka-30 and Elf snowmobiles have also become new types of the company's products. The plant produced components for the Su-24 and Il-62.
Since 1969, the OKB im. ON. Sukhoi begins to work on a new interceptor fighter - the Su-27P, which was created to counterbalance the American "IGL" F-15. In 1984. the first production aircraft was built at the plant.
In subsequent years, the plant mastered the production of another modification - the Su-27K carrier-based fighter. Due to numerous differences from the base aircraft, taking into account the specifics of the combat missions to be solved, this modification was given a new name - Su-33.
Fighter-interceptor Su-33 is intended for operation from the deck of the ship. In addition to the main one, it has a front horizontal tail (PGO), which, in combination with developed wing mechanization, significantly reduces the landing speed. The design of the main elements of the airframe and landing gear is reinforced, the nose strut has two wheels. In the tail section of the fuselage there is a brake hook released during landing.
On the basis of the Su-27 aircraft, the joint efforts of the OKB and KnAAPO have successfully implemented a program to create a new multipurpose fighter, initially named Su-27M, and later - Su-35.
It was decided to create a new aircraft in order to increase combat effectiveness, providing a combination of high maneuverability and the ability to intercept air targets inherent in the Su-27, with the ability to strike at ground and sea targets. On December 25, 2012, the Ministry of Defense received the first six production Su-35S fighters.
In 1991, an export sample of the Su-27SK was manufactured, on which design improvements were introduced and the shortcomings identified during the operation of the Su-27P aircraft in the Air Force and Air Defense of our country were eliminated.
In 1992, 20 Su-27SK aircraft were manufactured and exported to the PRC. In the future, the plant's specialists assisted in establishing licensed production in the PRC, at an aircraft plant in Shenyang.
In 1999, the Komsomolsk-on-Amur Aviation Plant named after. Yu. A. Gagarin was reorganized into the Komsomolsk-on-Amur Aviation Production Association named after V. I. Yu. A. Gagarin.
The development of the Su-27 was a two-seater - the multifunctional Su-30. This aircraft appeared in the mid-90s, thanks to export orders from China and India. Aircraft of the Su-27 / Su-30 family were delivered to China, India, Vietnam, Indonesia, Uganda, Ethiopia, Eritrea, and Venice.
Su-30 on the territory of KnAAPO, during the celebration of the 75th anniversary of the plant
The plant is working on the creation of the Advanced Aviation Complex of Frontline Aviation (PAK FA). The aircraft made its first flight on January 29, 2010.
Serial vehicles of this type will be assembled at the Komsomol aircraft plant, where prototypes are currently being assembled. According to the statements of the "top officials of the state", the serial production of the aircraft should begin in 2015. In 2013, small-scale production of aircraft of this type for testing weapons should begin.
T-50 produced by KnAAZ at the MAKS-2011 air show
The aircraft is being developed to replace the Su-27 in the Russian Air Force. For export deliveries on the basis of PAK FA, together with India, an export modification of the aircraft is being created, which received the designation FGFA --- (Fifth Generation Fighter Aircraft - fifth generation fighter).
Of the civil aircraft construction projects, the most famous is the Sukhoi Superjet 100 - a short-haul passenger aircraft developed by Sukhoi Civil Aircraft with the participation of a number of foreign companies.
Unfortunately, the share of domestic parts and components in this aircraft is not high. According to the press service of the Sukhoi Civil Aircraft Company, it is: "about 50%." The share of components manufactured in Komsomolsk: "about 12%".
On July 25, 2009, in Komsomolsk-on-Amur, the first flight of a flight specimen with tail number 97004, fully equipped with all systems and a passenger compartment, took place. As of February 13, 2013, 18 production aircraft and 5 pre-production aircraft were built, 2 airframes for life and static tests.
Less well-known, for a number of reasons, have become models: Su-80 (S-80) - an aircraft for local and regional airlines developed by the Sukhoi Design Bureau. Developed in passenger (Su-80P) and cargo-and-passenger (Su-80GP) versions.
The aircraft has a sealed cabin and is designed to carry 30 passengers or up to 3300 kg of cargo over a distance of up to 1300 kilometers. A feature of the aircraft is its convertibility, that is, the ability to quickly convert from a passenger version to a cargo one and vice versa. The presence of a cargo ramp allows transporting vehicles and standard aviation containers.
Take-off and landing characteristics and landing gear with low-pressure pneumatics allow the aircraft to operate at small airfields, including unpaved, ice and snow-covered ones. The aircraft is powered by two General Electric ST7-9V turboprop engines with a capacity of 1,870 hp each. The plan was for certification according to AP-25 airworthiness standards, which was not completed due to the actual closure of the program. Intended to replace An-24, An-26, Yak-40.
Be-103 - Light multipurpose amphibious aircraft designed for use on short-haul lines in various regions of Siberia and the Far East, northern regions of the European part of Russia; as well as in various parts of the world, especially in the coastal and island states of Southeast Asia, Oceania, Australia, North and Latin America, which have extensive coastal regions: regions with a large number of rivers, lakes, shallow bodies of water, difficult to access for other modes of transport.
Until 2004, 15 aircraft were produced. Currently, the production of these machines has been discontinued, and work on them has been curtailed.
On January 1, 2013, KnAAPO became a branch of OJSC Sukhoi Company and became known as a branch of Sukhoi Company OJSC Komsomolsk-on-Amur Aviation Plant named after Y. A. Gagarin (KnAAZ).
Currently, the aircraft plant is experiencing significant difficulties with a qualified workforce and, as a result, problems with the quality of its products. After corporatization of the enterprise and the subsequent drop in the level of wages, a massive outflow of personnel began, which naturally affected the projects being implemented.
The mass media of Komsomolsk-on-Amur have launched a large-scale campaign to attract "workers". It is declared that the average salary at the enterprise is: 43 thousand rubles. But surely no one needs to explain how the “average salary” is formed - it’s like “the average temperature in the hospital, including the morgue”. For a region with an extremely harsh climate and high prices for utilities, food and energy, the real wages of specialists involved in the assembly of aircraft in the amount of 25-30 thousand rubles cannot be considered satisfactory.
