In early december, reports that ukrainian antitrust authorities had approved a chinese takeover of mr. madaci again flooded the media and opinion, but on december 16th beijing's xinwei technology group, one of the parties, issued a clarification announcement saying recent media reports that ukraine's antitrust authorities had approved a chinese takeover of mr. madaci, which had poured cold water on the public's head.


As can be seen from the importance of the company's website, beijing xinwei technology group co., ltd. said in its announcement that the company's self-inspection and communication with ukrainian verified that the above reports are not in accordance with the actual situation, so far, the antitrust application has not been finally approved in the course of the ukrainian antitrust commission review. The announcement also stressed that, since the matters involved in the company's audit report could not be resolved, the object of the restructuring and the shares of the underlying assets were frozen, and there was some uncertainty in the follow-up work, which did not rule out the possibility of termination or change. The string of negatives has once again brought back the chinese takeover of mr. tasic, which the ukrainian state antitrust commission still has a veto power over as a key asset in ukraine, though it still looks as if it hasn't given up on the takeover. The whole deal goes back to its most critical point.


The company is a world-renowned engine manufacturer and one of the most valuable legacies of the post-Soviet Ukrainian aviation industry. It was founded in 1907, mainly in the zaporo-ri aero-engine manufacturing plant, together with eight ukrainian aero-engine professional manufacturers. The factory produces a number of turbofan engines, propeller engines and turboshaft engines that are its leading products and are equipped with a variety of aircraft, the most prestigious of which are the D-18T turbofan engines that drive the world's largest transporter, Ann-225, and overweight transporters, Ann-124.


After the collapse of the soviet union, the entire ukrainian economy was in trouble, and madaci's collapse left not only further technology development untenable, but even the maintenance of normal business operations. Because Soviet technology has always been less economical and environmentally friendly than the West, competition in the field of international civil aviation has not improved much; and because of the loss of orders from the Soviet government and the military, Tasic has struggled in the field of military aviation.


For Western countries such as the United States, the technological achievements of the Soviet Union's high-tech companies are of some value to them, but they don't care about their lives. Thus, at the beginning of the collapse of the Soviet Union, some companies in the United States and Europe, under the guise of \"technical exchange \", acquired a large number of core technologies or advanced programmes at the hands of these companies with very little money, and then lost no control over their fate. Ukraine, a republic that has both \"mastered the core technology of the soviet union\" and \"the innocence of western democracy \", is naturally treated with similar treatment, including even the nasty case of american companies\" designing \"to allow ukrainian shipyards to dismantle the nuclear carrier ulyyanovsk, which is half-built.


The design of the two companies to dismantle the aircraft carrier ulyyanovsk is no secret-although mr tasic relies on limited technological innovation and relatively aggressive marketing to date, its efforts to \"cater to the market\" are mainly reflected in the competitive and lucrative small-and medium- thrust engines, and its substantial progress in the use of large thrust fan engines with limited models and highly monopolistic sources-is limited. From the 1980s to the present day, the thrust of the large turbofan engine has grown from 20 to 35 ton to above, and has made great progress in noise reduction and fuel-saving performance. Although the overall level of masic, which is still in place, is still no one who can surpass it, it is a long way from the first-class level represented by british airways.


But for china's aviation industry, which is catching up with the world's most advanced levels of aviation, tasic's \"dilemma\" is seen in part as an \"opportunity \". On the one hand, thanks to China's rapid economic growth, China's aviation industry receives substantial financial support, which can provide sufficient funds for the introduction of advanced foreign technology and even foreign enterprises; on the other hand, because China's aviation industry has long concentrated its resources on the research and development of small culvert-to-large thrust turbofan engines, large culvert-to-large thrust turbofan engines, there is a relative lack of technology accumulation and research and development experience in the field of medium-to-small thrust turbofan engines, and large culvert-to-large thrust turbofan engines.


Before the acquisition of the company, the Chinese aviation industry had much to do with the products of the company: a variety of transport aircraft, passenger planes and helicopters imported from China in the Soviet era had used the engines produced by the company; and, after the collapse of the Soviet Union, China had introduced its AI-25TLK turbofan engine in the 1990s, which was used to equip our army's early batches of teaching-8 trainers, followed by a reverse mapping of the engine and the development of a coach for the later stage of the turbofan-11 engine;


After entering the new century, the AI-222-25 and AI-222-25F turbofan engines and their domestic models still play an important role in the new generation of our L-15(self-use model is teaching-10) senior coach aircraft.


In a variety of ways, the acquisition of mr. madaci is of great significance to the chinese aviation industry, and that is why the news of the acquisition of mr. madaci is a positive and even \"big game\" move in the chinese media. But a closer look at the acquisition makes it easy to see that there is a huge difference between it and China's previous technology acquisition path.


With the growth of China's comprehensive national strength, especially its economic strength, it is becoming more and more common for AVIC to acquire foreign high-quality technology and industries through acquisition. From parts manufacturers to seat companies to small and medium-sized aviation factories, acquisitions overseas by avic or its affiliates are increasingly common. However, in the process of the acquisition of the company, there are no companies with the rise of the chinese companies, including beijing xinwei technology group co., ltd., beijing tianjiao aviation industry investment co., ltd., chongqing tianjiao aviation power co., ltd., basically no direct contact with avic industry, but with the actual control of xinwei group wang jing relations.