“Systemic management deficiencies, non-transparent actions and tolerance of Russian influence step by step turned the State Aviation Service from a guarantor of security into a cause of reputational and security threats. The results of such decisions of the former leadership of the aviation regulator now call into question the trust in it, the defense capability and prospects of Ukrainian aviation. The State Aviation Service of Ukraine is not only an executive authority. IN […]”, — write: businessua.com.ua
The State Aviation Service of Ukraine is not only an executive authority. During the war, it is a component of the national security system: the security of the airspace, international trust, the stability of the aviation industry and the ability of the aviation business to function effectively depend on its actions, as well as the preservation of the aviation heritage of Ukraine. That is why any miscalculations in personnel and management in this institution have lasting consequences, he writes UNN.
As history shows, the image of the State Aviation Service was undermined for years by dishonest managers who were obviously appointed with someone’s favor or quota. However, the main role in this process was played by the past management, first of all, the former head of the State Aviation Service Oleksandr Bilchuk and his deputy Ihor Zelinsky, who defiantly forced the regulator to work with companies connected to the Russian military-industrial complex already during the full-scale war.
System decisions that have shaken trust During the administration of Bilchuk and his “right-hand man” Zelinskyi, the State Aviation Service finally began to be considered not as an independent regulator, but as a closed administrative unit, the decisions of which were unclear, selective, contradictory and often harmed national security.
It is about the fact that these decisions satisfied the interests of the aggressor state or structures related to the Russian military industry; complicated the use of critically important transport aviation in the interests of the defense forces and, in general, systematically destroyed transport aviation in Ukraine.
As explained UNN representatives of the aviation industry, with his decision, Zelinsky presented Il-76 aircraft operators with a choice: either cooperate with a Russian sanctioned developer, or refuse to use the aircraft.
The leadership of earlier periods was repeatedly involved in scandals related to bribery, exceeding official duties and conflicts of interest.
As a result, this created a dangerous situation – the regulator responsible for aviation safety began to lose trust both within the country and on the part of international partners.
Playing along with Russia: risks that cannot be ignored Decisions made by the leadership of the State Aviation Service already after 2014 deserve special attention. At the time when Ukraine officially recognized Russia as an aggressor state, steps continued to appear in regulatory activity that de facto legitimized the use of Russian technical approaches, certification practices or documentation. Formally, the management of the regulator tried to explain these decisions by “lack of alternatives” or “technical necessity”, which was not always true. In essence, they preserved dependence on the Russian aviation heritage, made it difficult for Ukraine to integrate into the European aviation space, and most importantly, they created the impression of a condescending attitude towards the interests of the enemy at the level of the state regulator.
Thus, Bilchuk was dismissed in the fall of 2025 due to the decision to transfer maintenance documentation for Mi-8MT(MTV) helicopters to AAL Group Ltd. The official neglected the presence in Ukraine of certified enterprises capable of performing these functions since 2014, after the beginning of Russia’s war against Ukraine. His choice stopped at an offshore structure, which is connected to the Russian defense-industrial complex. The final beneficiary of AAL Group Ltd is the company “Helicopters of Russia”, which is part of the Russian state concern “Rostec”.
It is worth noting that as early as 2024, the Transportation Command of the US Armed Forces, USTRANSCOM, recognized AAL Group Ltd as unsuitable for cooperation, apparently due to the company’s connection with the Russian Federation.
In addition, during the period of work of managers Bilchuk and Zelinsky, regulatory decisions aimed at creating artificial obstacles for the operation of Il-76 in Ukraine were also adopted, which clearly undermines the state’s defense capability.
Since the 1990s, it has been possible to use Il-76MD aircraft in Ukraine without additional paperwork for their re-registration between various departments, including the Ministry of Defense. In June 2023, when Zelinsky served as the head of the State Aviation Service, after appeals from representatives of the aviation market and the Ministry of Defense, he officially confirmed the absence of obstacles to the use of transport aircraft in the interests of Ukraine.
However, half a year later, in December, he changed his mind, stating that Il-76MDs do not have civil type certificates and cannot be registered. As a result, the use of aircraft for military, humanitarian and evacuation missions was blocked. In addition, this decision led to the idleness of the boards and additional costs from the budget for their maintenance, which is material damage to the state.
It is worth noting that after the illegal annexation of Crimea and Russia’s invasion of Donbas, Ukraine introduced sanctions against the Russian Il-76 aircraft developer PJSC Il. That is, any cooperation with this Russian enterprise is prohibited.
Despite this, Zelinsky and Bilchuk issued dozens of aircraft airworthiness review certificates based on the decision of the sanctioned PJSC “Il” from June 2022. In fact, in this way, the former leadership of the State Aviation Service legalized the use of documents of the company of the aggressor country, which, according to experts, could bring the Russian side tens of millions of dollars in income.
In addition, Zelinskyi ignored the fact that there is a certified organization in Ukraine capable of providing appropriate support for Il-76 aircraft of PJSC “Il” without the involvement of Russian sanctioned companies that are part of the defense-industrial complex of the aggressor country.
As explained UNN representatives of the aviation market, with his decision, Zelinsky presented Il-75 aircraft operators with a choice: either cooperate with a Russian sanctioned developer, or refuse to use the aircraft.
Lawyers assess these actions as clear aid to the enemy and emphasize the need for verification by law enforcement agencies.
Abuse of office and corruption as a sign of tradition As already mentioned, the destruction of the reputation of the States service did not begin with Bilchuk and Zelinsky. The process began long before them. The events of 2016, when the detectives of the National Anti-Corruption Bureau completed the pre-trial investigation against the then head of the State Aviation Service, Denys Antoniuk, are illustrative.
According to the investigation, Antonyuk, abusing his official position, granted illegal advantages to a private airline by blocking the flights of the state carrier. The damages reached more than 750 thousand hryvnias, and the indictment under part 2 of Art. 364 of the Criminal Code was referred to the court for consideration on the merits.
This case became one of the first loud signals that demonstrated that the abuse of power in the State Aviation Service ceased to be an exception and turned into a practice.
In addition, even before Russia’s full-scale invasion of Ukraine, the media drew attention to possible corruption risks in the field of issuing flight permits. It was about systematic earning by speeding up the processing or blocking of aviation applications. Serhiy Korshuk, the first deputy head of the State Aviation Service, was in the center of attention, who was associated with bribery and a conflict of interests. The mass media talked about his family’s business, contracts with state enterprises and close ties with the former management of Ukraeroruh.
Despite the public outcry, the system actually reproduced itself from year to year: managers were changed, but the approaches to their work were not.
The domino effect: what we have today As a result, all these episodes formed a rather negative legacy for the State Aviation Service. After all, its reputation as an independent regulator has been destroyed, there is a lack of trust on the part of the aviation business and international partners, and suspicions of helping the enemy during the war destroy any hopes for work to ensure the defense capability and preservation of domestic aviation.
That is why any attempts to “resuscitate” old staff in the form of lobbying for the appointment of Ihor Zelinskyi as the head of the State Aviation Service in manual mode today look not just a mistake, but a direct threat to state interests.
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