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Chapter 457 Crossing the River by Feeling for Stones

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

    The former Soviet Union, which was reduced to rubbish a few years later, is the best example.

    In addition to military aircraft that can compete with U.S. military aircraft, in fact, the Soviet Union¡¯s achievements in civil aviation are no less than their civilian aircraft.

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

    It's just that the fighting nation is more rough and rough, and the interior of the aircraft is rough and the comfort is relatively poor. In addition, based on the experience of World War II, the Soviet Union regards aircraft as strategic resources for wartime recruitment, so the military attributes are relatively obvious. Further,  It reduced the passenger experience and operating economy, which led to the evaluation of Soviet civil aviation products being inferior to that of the United States.

    But from a purely technical perspective, the Soviet-era Yak-42, Tu-154, IL-62, IL-86, IL-96, and even the final swan song Tu-214 are not much worse than similar Western models.  .

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

    As a result, Russia not only failed to seize this opportunity and use the huge aviation legacy left by the Soviet Union to form an absolute fist to hit the European and American markets, but was harvested by the well-prepared European and American aviation giants. Not only was the CIS market that used to belong to the Soviet Union not saved  Not to mention, even Russia¡¯s internal market has been occupied by European and American aviation giants.

    So much so that, except for the several classic passenger aircraft models that the Soviet Union was proud of, they are still used by the Russian government for the sake of face, and most of the models operated by other Russian airlines are either Boeing or Airbus.

    There are many reasons for this situation, such as the joint strangulation of Europe and the United States, the unsatisfactory Russian government, the continued weakening of Russia¡¯s national power, and the Russian-style strife that continues to fight within. Of course, the rigid marketing methods of Russia are also  One of the main reasons for the decline of the civil aviation manufacturing industry.

    In the past, when the planning system was in place, the state had a guarantee. Both Tupolev and Ilyushin lived a comfortable life. But when the Soviet Union suddenly collapsed and without the guarantee of the state, these aircraft production complexes, which were used to living a good life, were in panic.  , we are very anxious about the payment due date of customers who order aircraft.

    Even domestic airlines are like this. I wish you could pay me the full amount before my plane is delivered, as if you are desperate for money rather than your life.

    Airlines are also enterprises, with many things to take care of, and they are also very strapped in terms of funds. Although they order aircraft, they rarely come up with the full payment for the purchase. Delaying the payment period is a basic operation. As a result, several major Russian aviation manufacturers have connected their accounts.  There¡¯s no delay, there¡¯s no additional sales policy, at least a 20% discount on orders from domestic airlines, right?  But Tupolev and Ilyushin act as if they have never seen money in their lives. They are offering a 20% discount. Thank God for not increasing the price and giving you a 20% discount.

    Let¡¯s look at other European and American aviation manufacturers. Not only will you use the aircraft for a month, but you can still rent it if you don¡¯t have money to buy it. If you really want to buy it, it doesn¡¯t matter. European and American aviation manufacturers have professional financial institutions to provide you with loans.  Some of them don¡¯t even require a down payment from Aeroflot. You only need to make an asset mortgage of about 20%, and a few planes can flap their wings and land on the vast land of Russia.

    As for the loan to purchase the aircraft, you can just repay the principal with interest in proportion every year. There is absolutely no pressure.

    Comparing Russian airlines, of course, it is due to the good policies of European and American aviation manufacturing. It does not take much start-up capital to build a fleet of more than a dozen aircraft. As long as the subsequent operations are performed properly, the annual repayment costs are not a problem at all.  So they turned their heads to the arms of European and American aviation giants.

    As a result, the already declining Russian aviation manufacturers were even worse. When Russia finally recovered from the turmoil at home and abroad, learned from the methods of European and American aviation giants, and reorganized the aviation manufacturing industry, they suddenly discovered that they had missed the opportunity.  The best period lasted for ten years, and it was already impossible to catch up.

    ¡°In fact, it¡¯s not just Russia. The country is also not doing well in this regard. It¡¯s just that the country has not experienced the large-scale geopolitical turmoil like the Soviet Union. In addition, its level in the field of civil aviation is average, so it is not outstanding.

    However, with the transformation of the industrial structure, when I was preparing to get a share of the lucrative aviation manufacturing industry, I discovered that in addition to technology, other sales supporting facilities were far behind those of foreign aviation giants. It was inevitable to reorganize the layout and establish a system.  Being hit by European and American financial institutions that have become vigilantDespite the pressure, development has always been tepid.

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

    After the report was submitted, the ministries and commissions and some leaders were very controversial. They believed that the approach taken by Ascendas Aviation Manufacturing Corporation was too big a step, especially when it came to the financial field, which had to be said to be somewhat sensitive.

    So when we got to the head of the headquarters, there were more comments on the report than the text of the report itself. Most of the opinions said that they were studying it, and even a few more fierce ones simply demanded that the idea be killed to avoid unnecessary  Financial turmoil.

    The head of the headquarters was also undecided, so he asked the leaders of CITIC Corporation for consultation. He learned that many developed countries abroad even use consumer financial loans to sell daily necessities. The head of the headquarters thought for two days and finally made the decision.  The report concluded with final instructions: "You can give it a try, but only to the outside world, not to the inside."

    This directive would definitely be conservative a few decades later, but it was very bold in the 1980s, which inevitably attracted a lot of criticism. But firstly, it was clear that it was only for the outside world and not internally, and even if there was a risk, it would be isolated; secondly, what happened later  The detailed rules make it clear that only Ascendas Aviation Manufacturing Corporation is the pilot unit, and if something goes wrong, Ascendas Aviation Manufacturing Corporation will be responsible for it alone.

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

    This has weakened the criticism a lot. There is no way. In the 1980s and 1990s, there were so many reform measures. Needless to say, there were good ones. There were also many problems. Often, one improper policy can bring down an enterprise. It really doesn¡¯t take too many things. Otherwise, how could  They would call reform crossing the river by feeling for the stones, because there is no reference or reference. It is good to feel the stones, but it is normal to fall into the river with one foot.

    Therefore, China's reform is arduously moving forward amidst such repeated trials. The country is like this, and Tengfei Aviation Manufacturing Corporation is no exception. If you want to be a pioneer in reform, you must be prepared to fall into the river.  Prepare.

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