The newspaper Vedomosti, under the headline "Leonid Luzgin: Baikal will be certified on time." The General Director of the Ural Civil Aviation Plant on Light Aircraft and other projects" published a highly optimistic interview with Leonid Luzgin, General Director of Ural Civil Aviation Plant JSC (UZGA), with his vision of the state of the problematic program for creating a 9-seat passenger aircraft for local airlines LMS-901 Baikal, as well as other programs and projects of UZGA.
The second flight prototype of the LMS-901 Baikal light multipurpose aircraft developed by Ural Civil Aviation Plant JSC (UZGA), May 2025 (c) Department of Information Policy of the Sverdlovsk Region
The Baikal light multipurpose aircraft was plagued by grim news this year. In February, it became known about the ship's structural problems, which may result in the need to redesign it. In mid-May, the presidential envoy to the Far Eastern District, Yuri Trutnev, said that the development of the project had reached an impasse and this aircraft would not be available. In an interview with Vedomosti, Leonid Luzgin, General Director of the Ural Civil Aviation Plant (UZGA), said that from January to April, aircraft modifications and flight tests were carried out with the involvement of SibNIA specialists in order to confirm the elimination of comments. He assured that the aircraft would be certified on time and deliveries would begin in 2026, and also told what difficulties the designers had to face after switching to domestic units.
- Let's start with UZGA's most notable project, the LMS-901 Baikal aircraft. In May, an exchange of views took place at the government level on the fate of the project, including possible closure. Are there any reasons for this?
- UZGA has been working on the Baikal project since 2019, and there are no deadlines. The work is on schedule and in accordance with the signed state contract. Three prototypes of the aircraft have already been manufactured, two of them are flight models and one more is for static testing. We have completed the tests in volume before re-motorization, and the aircraft have been transferred for further development to install the domestic VK-800SM engine and the domestic AV-901 propeller. We plan to obtain a type certificate for Baikal with these units by the end of 2026.
- Will you be in time for this deadline, considering that there has already been one postponement?
- Indeed, by the order of the President of 2022, the deadline for Baikal certification was set until the end of 2024. But after the imposition of sanctions on the supply of dual-use goods, work with a foreign engine and propeller, which was carried out at that time, was stopped due to the refusal of foreign manufacturers to work on certification of these units for the aircraft and generally work with us.
In this regard, First Deputy Prime Minister Denis Manturov decided to stop work on the certification of Baikal with a foreign engine and propeller. At the same time, it was decided to re-motorize the aircraft with domestic units. I would like to emphasize that these works are on schedule and in accordance with the terms of reference.
We plan to complete the third flight model of the Baikal by the fourth quarter of 2025. The availability of three aircraft will allow us to complete the certification program by the end of 2026.
- In February, it became known that a number of critical errors were made in the work on this project, which led to the fact that the aircraft, in fact, needed to be redone. Is this really the case and what kind of mistakes are we talking about?
- I would not use such a formulation as critical or dramatic errors. I would say this: there were some serious comments during the preliminary tests of the aircraft. We have attracted specialized institutes - SIC named after him. Zhukovsky, SibNIA named after Chaplygin, TsAGI, GosNIIAS and GkNIPAS - and with their help, these design comments were eliminated and confirmed the correctness of the design decisions made, including during preliminary tests. After the remotorization, the Baikal LMS will fully comply with the technical specifications and is ready for certification.
- What were the comments?
- For example, we have removed the force in the elevator channel, improved stability and handling characteristics in the full range of alignment and take-off weights, etc. The aircraft is currently undergoing re-motorization. After that, further tests will begin. Baikal will be certified according to federal aviation regulations within the established time frame.
- How long did it take to eliminate the comments?
- From January to April of this year, inclusive, aircraft modifications and flight tests were carried out with the involvement of SibNIA specialists in order to confirm the elimination of comments.
- In April, UZGA signed a contract with the Ministry of Industry and Trade for the remotorization of Baikal. It follows from the new terms of reference that the characteristics of the aircraft in key indicators will be simpler compared to the version that was planned in 2019. Some of the requirements have been completely eliminated. What is the reason for this?
- It is probably better to address this question to the Ministry of Industry and Trade as the customer. We are working according to the approved terms of reference.
- Is the change in characteristics one of the consequences of re-motorization? Is our VK-800 engine worse?
- No, VK-800, on the contrary, is actually better than the American one. It has less weight, specific fuel consumption and more power. There are indeed some aspects missing from the April 2025 terms of reference, but they do not have a fundamental impact on it at the current stage of development.
- It seems that the characteristics of the Baikal will be close to the TVS-2DTS aircraft, which is produced in small batches by the private aircraft factory Rusaviaprom. So far, an American engine is being installed on it, but the Ministry of Industry and Trade has ordered an R&D project to adapt the VK-1600 helicopter engine, including for this aircraft. Does the Baikal market really need it in these conditions?
- This question is completely out of place. We can only state that the decision of the state customer was made in favor of Baikal. The operators are actively interested in it, there are pre-orders and firm contracts.
- How many are there now?
- Now there is a firm contract for 10 aircraft with the airline Aurora. In addition, there are preliminary agreements with Krasavia and Aeroservice airlines, the Naryan-Mar United Aviation Squadron and other customers. Companies that operate aging aircraft in various aviation operations are showing keen interest. The designs have been agreed with a number of enterprises and preliminary contracts for the supply of aircraft have been signed. Airlines that are part of the Aerokhimflot aviation alliance and have extensive experience working on such aircraft are taking an active position here.
- How many Baikal trucks are you planning to deliver under these contracts and at what time?
- Deliveries are planned for 2026-2044. More than 60 aircraft are planned for pre-orders. We will transfer a batch of five aircraft at the end of 2026. I think Aurora Airlines will receive the first one. In 2027, we will transfer five more cars.
- The current version of the comprehensive program for the development of civil aviation (KPGA) involves the delivery of 139 Baikal aircraft by 2030. Can you meet the deadlines and quantity?
- It's no secret that the KPGA will be adjusted by the Ministry of Industry and Trade. The delivery volume of the Baikal will be at least 139 aircraft, that's for sure, but after the changes, the program may be more time-consuming than it is now.
- What is the potential market capacity for these aircraft in Russia?
- If we talk about replacing the aging fleet of single-engine aircraft, then in the future it will be more than 200 aircraft. But, of course, a lot will depend on the needs of the market and the operators.
- Will UZGA have enough production capacity to expand supplies?
- The current capacity of the Yekaterinburg plant is designed to produce five Baikal aircraft in 2026 and five in 2027. Further, it will be increased to meet the volumes required by the market. You need to understand that UZGA produces other aircraft and aviation products, so I'm not talking about the capacity of the entire enterprise right now.
- How much will this aircraft cost when it goes into production?
- Baikal's price corresponds to the market. It is comparable to the cost of American Cessna Grand Caravan single-engine aircraft. At the manufacturer's factory, the Grand Caravan costs from $2.2 million to $3.4 million, which is the selling price without shipping, customs, etc. Taking into account logistics, customs, and delivery, our Baikal will definitely be cheaper than its foreign counterparts.
- That is, about 340 million rubles?
- The Cessna price at the rate of 100 rubles per dollar is from 220 million to 340 million rubles, depending on the components. We fall into this fork anyway.
- What share can Baikal take in UZGA's revenue after the start of serial deliveries?
- Currently, it is difficult to make a long-term revenue forecast from the sale of production aircraft to the full completion of certification and the launch of serial production. But this value will be significant, taking into account the volumes that are planned for delivery.
- UZGA's second major project is the LMS-192 Osvey aircraft. What stage is he at now?
- Osvey is a joint project of the Russian Federation and the Republic of Belarus. We have completed the technical design and are starting to develop working design documentation. Active cooperation with Belarusian colleagues is planned, in particular with the 558th Aircraft Repair plant. The project is funded on a 50/50 basis.
- Is it true that UZGA will act as a designer, and the Belarusian side will become the direct producer of Osvey?
- Most likely, we and our Belarusian colleagues will be the manufacturers. The project is a joint one, as both sides have a need for this aircraft. We will do some of it according to our tasks, and the Belarusians will do some of it according to their own. UZGA, as a developer, will also accompany the project throughout its life cycle.
- It is planned to start deliveries of Osvey in 2027, the next year after the serial launch of Baikal. Is this a realistic deadline?
- I won't say not, but it's a busy and ambitious deadline. It will be clearer after signing the documents on the stage of the technical project and the development of working design documentation. They are currently being approved in Belarus.
- Will Osvey be independent of imports in terms of its main components?
- It is completely independent, the power plant, avionics are all domestic. This is a completely new development: appearance, cabin, structural and power scheme, accessories. The plane is really in demand.
- How can we characterize the situation with the VK-800 engine, which UZGA is developing for Baikal and Osvey?
- I am cautiously optimistic about the situation. The engine is being tested, four prototypes have been manufactured with a capacity from 807 to 877 hp. The VK-800 will have three modifications: for Baikal, Osvey and our own training aircraft TCB-800, they differ mainly in the engine control scheme. Its characteristics have already been confirmed in a thermal shock chamber and on test benches. We are preparing for resource testing and the first flight of the VK-800 engine sample as part of the Yak-40LL flying laboratory. According to the plan, it is necessary to carry out five flights for each engine model: VK-800SM, VK-800S1 and VK-800SP. We plan to receive a type certificate for the engine and screw before the end of 2025.
- Are you planning to cooperate with the United Engine Corporation (UEC, part of Rostec) for the serial production of the VK-800?
- We already have a very large cooperation with enterprises - there are more than 30 of them, including the enterprises of the UEC. We are completing our own foundry, and this year we will start making blades and some of the castings for VK-800.
- The Russian aviation industry has developed an engine-building monopoly based on the UEC. How did it happen that UZGA himself took up the manufacture of an aircraft engine?
- We started developing the VK-800 in 2021, and in 2024 we assigned the letter "O" to the design documentation, which means that the engine design has been confirmed by tests. Samples have now been produced, certification tests are underway - the engine was created as soon as possible. We have shown that this is possible.
- Would you like to cooperate more closely with Rostec enterprises, considering that it is one of your shareholders, on small aircraft projects?
- We are considering this option. Not only on Baikal, but on the TVRS-44 Ladoga aircraft. We want to work closely with the United Aircraft Corporation (UAC, part of Rostec. - Vedomosti) in terms of electroplating, wing length gauges, technological alterations that we currently do not have or their creation is very expensive. I think this synergy will help us fulfill orders faster and better.
But not the united UAC. We have already established cooperation with the Smolensk Aircraft Factory - we are transferring the manufacture of a wing for Ladoga to them. The fuselage is made by the Samara Aviakor plant. More than 100 Russian enterprises are involved in the creation of this aircraft, including from Yekaterinburg, Samara, Smolensk, Nizhny Novgorod, Kazan, Moscow, St. Petersburg, Taganrog, Veliky Novgorod, Stupin, Zhukovsky. The final assembly is being carried out at the UZGA plant in Yekaterinburg.
- How important is the TVRS-44 Ladoga project now for UZGA in the context of the fact that, first of all, the issue of Baikal and its engine needs to be resolved in a more than short time?
- The Ladoga plane is also a priority, it's just not mentioned in the press that often. The work is very active. The construction of a hull for the final assembly of aircraft in the special economic zone "Titanium Valley" in Yekaterinburg has been completed. The Ladoga slipway and its first fuselage are already there.
- What are the current deadlines for the project?
- We are completing the construction of the first prototype, and at the end of this year we plan to send the first Ladoga to the flight test station. We plan to show the aircraft at MAKS in 2026, if it takes place. The type certificate is scheduled for the end of 2029. We are going strictly according to the state contract.
- Is the training aircraft developed by UZGA already being delivered to customers?
- The TCB-800 is one of our flagships, an aircraft for the initial training of military pilots. We have built two production models and in 2024 we handed over the first two aircraft to the customer, the Ministry of Defense. We took the TCB-800, but in the form of a mock-up, to an exhibition in Abu Dhabi, where we saw great interest in it from potential customers.
- Does UZGA still have promising projects in the field of aviation?
- We have 11 projects under development in three areas - engines, civil aircraft, and unmanned aircraft. The first of them is already quite developed, since UZGA was originally an aircraft repair plant. We are very much counting on the aircraft industry and the unmanned program. We are completing the process of transformation into a full-service airline. UZGA has engineering and production sites in 13 regions, where more than 9,000 people already work. Our team is young and ambitious, with an average age of 36.
- Returning to Baikal, will this project be profitable for UZGA?
- Of course it will be. The price is determined by the market, while we will do everything possible to optimize processes, reduce labor intensity, etc., so that the project turns out to be profitable.
- From what year after the start of mass production do you expect to become a plus?
- Given the large number of variables in the current economic conditions, I would not give a public forecast on this issue yet.
Ural Civil Aviation Plant JSC
Ural Civil Aviation Plant (UZGA) is the largest private aircraft manufacturing company in Russia. The main production facilities of the company are located in Yekaterinburg. It produces unmanned aerial vehicles, repairs aircraft, and develops aircraft for small and regional aviation. Until 2022, UZGA produced a localized version of the L-410 regional aircraft from Czech Aircraft Industries. The plant is controlled by Technodinamika Holding, which, in turn, is owned by Dynamics Group of Companies, the beneficiary of NK Bank, Viktor Grigoriev. He owns 75% minus 1 share, the rest is controlled by Rostec State Corporation.
Leonid Luzgin
General Director of the Ural Civil Aviation Plant. Born on January 1, 1975 in Naberezhnye Chelny. He graduated from the Kama Polytechnic Institute with a degree in Economics and Management at an enterprise in urban economy in 2000. Since 2002, he has been Head of Production at Kamaz-Metallurgy, 2010 - Director of the Kamaz-Metallurgy foundry, 2012 - Director of the Kamaz foundry, 2013 - Production Director ALNAS, 2015 - General Director of the Ufa Aggregate Production Association, since 2024 - General Director of the Ural Civil Aviation Plant.
Svetlana Afonina
Denis Ilyushenkov
