去年12月初,有關烏克蘭反壟斷部門已批準中資對馬達西奇公司的收購的報道再一次鋪天蓋地,引發了媒體和輿論界的熱烈討論,然而幾天之后的12月16日,當事方之一的北京信威科技集團股份有限公司就發布澄清公告稱,近期媒體報道稱烏克蘭反壟斷部門已批準中資對馬達西奇公司的收購不屬實,給正在興頭上的一眾公眾號迎頭潑上一盆冷水。

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.

  馬達西奇公司本身的重要性,從其公司網站上就能看出來北京信威科技集團股份有限公司在公告中表示,經公司自查及和烏克蘭溝通核查,上述報道與實際情況不符,截至目前,反壟斷申請尚在烏克蘭反壟斷委員會審核過程中,尚未取得最終核準。公告還強調,由于公司審計報告中無法表示意見所涉及事項尚未解決,本次重組交易對象及標的資產股份被凍結,后續工作亦存在一定不確定性,后續不排除終止或變更的可能性。這一連串的否定詞語再次將中資對馬達西奇的收購案打回了原點,盡管中方看起來依然沒有放棄收購計劃,馬達西奇公司也對收購案頗有熱情,但作為烏克蘭的重要資產,烏克蘭國家反壟斷委員會依然對這起收購有著一票否決的權力。整起收購案也由此回到了最為關鍵的原點。

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.

  馬達西奇公司是世界知名的發動機生產商,同時也是蘇聯解體后烏克蘭航空工業最為寶貴的幾大遺產之一。它以始建于1907年的扎波羅日航空發動機制造廠為主,聯合了烏克蘭8家航空發動機專業廠商共同組建。工廠生產的多款渦扇發動機、渦槳發動機和渦軸發動機是其拳頭產品,裝備于多種型號的飛機上,其中名聲最為顯赫的,則是驅動世界上最大運輸機安-225以及超重型運輸機安-124的D-18T渦扇發動機。

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.

  蘇聯解體后,整個烏克蘭的經濟陷入困境,馬達西奇公司也因此一蹶不振,不僅進一步的技術開發無以為繼,就連維持企業正常的運營也很成問題。由于蘇聯的航發技術在經濟性、環保性上一直遜色于西方,因此在國際民用航空領域的競爭中難有大的起色;而因為失去了來自蘇聯政府和軍方的訂貨,馬達西奇在軍用航發領域也一度舉步維艱。

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.

  對于美國等西方國家而言,原屬蘇聯的這些高科技企業的技術成果多少對他們有些價值,但這些企業本身的死活他們卻并不在乎。因此在蘇聯解體之初,美歐一些公司趁著這些企業陷入嚴重的財政危機之時,打著“技術交流”的幌子,以很少的資金獲得了大量這些企業所掌握的核心技術或者先進方案,隨后就人走茶涼毫無消息,對這些企業的命運不再過問。烏克蘭作為同時“掌握蘇聯核心科技”和“對西方民主天真無邪”的加盟共和國,類似的待遇自然是少不了的,這其中甚至還有美國企業“設計”讓烏克蘭造船廠拆除建造到一半的“烏里揚諾夫斯克”號核航母的惡劣案例。

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.

  有關兩家公司設計拆掉“烏里揚諾夫斯克”航母的事情,現在已經不是什么秘辛了雖然馬達西奇依靠有限的技術創新和相對積極的營銷維持至今,但其“迎合市場”的努力主要體現在競爭激烈且有利可圖的中小推力發動機上,在使用機型有限,來源高度壟斷的大推力渦扇發動機領域上,馬達西奇實質取得的進步相當有限。從上世紀80年代到今天,大型渦扇發動機的推力已經從20噸級發展到了35噸級以上,且在降噪和節油性能上有了不小的進步,整體水平依然在原地踏步的馬達西奇雖然依然不是隨便誰都能超越的,但距離英美航發公司所代表的一流水平已經有了不小的距離。

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.

  但對于正在追趕世界航發先進水平的中國航空工業而言,馬達西奇的“困境”某種程度上卻被看做是一種“機遇”。一方面得益于中國快速發展的經濟支撐,中國航空工業得到的資金支持相當充實,可以為引進外國先進技術乃至外國企業提供足夠的資金;另一方面由于中國航發工業長期將資源集中于殲擊機用的小涵道比大推力渦扇發動機研發上,在中小推力渦扇發動機、大涵道比大推力渦扇發動機領域相對缺乏技術積累和研發經驗,而馬達西奇在這些領域的成就正好與中國“互補”。

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.

  在有關收購馬達西奇公司之前,中國航空工業就已經和馬達西奇公司的產品有過不少交集:蘇聯時代中國引進的多種運輸機、客機和直升機都使用過馬達西奇生產的發動機;蘇聯解體后,中國還曾在上世紀90年代引進了其生產的AI-25TLK渦扇發動機,用于裝備我軍早期批次的教-8教練機,隨后還對該型發動機進行了逆向測繪仿制,研制出渦扇-11發動機裝備后期批次的教-8教練機;

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;

  進入新世紀后,在我軍新一代的L-15(自用型號為教-10)高級教練機上,馬達西奇生產的AI-222-25和AI-222-25F渦扇發動機及其國產化型號依然扮演了重要的角色;至于中國正在推進的國產大飛機專項工程,更是對大涵道比大推力渦扇發動機有急迫的需求……

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.

  種種意義上看,收購馬達西奇都對中國航空工業都有著重大意義,也正因此,收購馬達西奇公司的新聞在中國媒體這邊也都表現為積極肯定甚至是“一盤大棋”的舉措。然而如果仔細了解這一樁收購案,不難發現它與中國航空工業以往的技術獲取路徑之間,存在著截然不同的巨大分別。

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.

  隨著中國綜合國力特別是經濟實力的增長,中航工業在獲取外國優質技術和產業時使用收購這一手段的情況也越來越常見。從零部件生產商到座椅企業再到中小型航發工廠,中航工業或者其下屬的公司在海外的收購也越來越多見。不過在此次收購馬達西奇公司的過程中,并沒有任何帶有中航抬頭的企業出現,參與收購的中方企業包括北京信威科技集團股份有限公司、北京天驕航空產業投資有限公司、重慶天驕航空動力有限公司等,與中航工業基本沒有直接聯系,而與信威集團的實際控制人王靖關系匪淺。

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.

  作為之前聲稱投資500億美元推動開挖尼加拉瓜大運河建設項目的主角,王靖是北京信威科技集團股份有限公司的控股股東和實際控制人,也是北京天驕航空產業投資有限公司、重慶天驕航空動力有限公司和重慶馬達西奇天驕航空動力有限公司的董事長?紤]到尼加拉瓜大運河項目在啟動前的高調吹噓與其實際簽署協議后一拖再拖,數年后仍不見主體部分開工的執行情
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