Russian airline planes. Aeroflot airline aircraft fleet of airline aircraft

The well-known Aeroflot brand has gained popularity due to the quality of service and reliability of air travel throughout Russia and abroad. Every day, airliners take off from airfields, transporting thousands of people to different parts of the planet in a short time.

Many are interested in additional information about the flight fleet of this company, the technical parameters of the aircraft and their internal arrangement. Let's look at what aircraft Aeroflot has and how old they are.

Aeroflot is the flagship of Russian air transportation

Aeroflot - Russian Airlines (PJSC) has been one of the largest Russian air carriers since March 17, 1923. The head office and management of the company are located in Moscow. The main port is Sheremetyevo Airport (Moscow). The company is engaged in passenger and cargo air transportation from Moscow to 51 countries of the world. Aeroflot aircraft operate commercial flights to 135 settlements (of which more than 50 are on the territory of the Russian Federation). Since 2006, Aeroflot has headed the Aeroflot group of companies, which includes Pobeda (low-cost airline), Aurora and Rossiya.

Interesting fact. Many aircraft of Russian airlines are registered in Bermuda and have tail numbers starting with VP. All questions of interest are discussed in the forum on the carrier company’s website https://www.aeroflot.ru/ru-ru.

Aeroflot Flight Park

Aeroflot fleet is among the youngest fleets in Russia and abroad. Among all models, the majority belong to the Sukhoi SuperJet and Airbus brands. This aircraft flies over any distance with high payload capacity and economical fuel consumption. Aeroflot has a fleet of 232 aircraft as of April 1, 2018.

Since 2008, the company has taken into the air 22 airbus airliners for long-distance flights, while the average age of Aeroflot’s aircraft is only 4 years. Since 2013, Aeroflot has renewed its aircraft fleet and in 2018, 16 new Boeings were put into operation, superior in range and carrying capacity to other aircraft.

Aeroflot's fleet in 2018 consists of 38 Boeing 737s for medium-distance flights with several classes of service and high maximum load rates. In 2015, Sukhoi Civil Aircraft and Aeroflot, which was renewing its fleet of aircraft on its balance sheet, entered into an agreement to begin using a new brand of aircraft - Sukhoi SuperJet100. Today, Aeroflot's Sukhoi SuperJet100 aircraft are in active use and are represented by 42 units of the model.

All aircraft are distinguished by tail numbers and names.

Interesting! When founded, the company was named Dobrolet; after 1932, the name was changed to the current one.

Until 1991, the carrier operated flights on domestically produced aircraft, but already at the beginning of the 21st century, Aeroflot’s fleet of aircraft was replenished with aircraft from global manufacturers.

Boeings

These aircraft belong to the category of wide-body passenger aircraft. The capacity of the liners ranges from 300 to 550 people. Flights are carried out over distances from 9 thousand km to 17.5 thousand km. All aircraft have been assigned names; the list is on the company website https://www.aeroflot.ru/ru-ru. A lot of information, photos and videos with reviews of these beautiful liners, filming of their flights and internal structure are freely available.

Boeing 777-300ER

The company flies 14 aircraft of this brand. The airliner involves long-distance flights. The dimensions are impressive: the hull length is almost 74 meters, and the wingspan is up to 65 m. The climbable altitude is about 13 km at a speed of 900 km/h. With a maximum load of 317 tons, the aircraft can cover up to 11,000 km (for example, the length of the Vladivostok-Moscow flight is 6.5 thousand km).

The Boeing 777-300ER passenger cabin offers three categories of service for 402 passengers - economy, business and comfort. There are 30 seats in the business class sector, 48 in comfort, and 324 seats in economy.

The newest models - VP-BPG - have been in the fleet for only 8 months, and the old liner VP-BGB has been in the fleet for about 5 years.

Boeing 737-800

The fleet of aircraft and other equipment includes 38 Boeing B737-800 units (Boeing 737-800), of which 17 operate domestic flights within the Russian Federation. These airliners are designed for long- and medium-distance flights. Compared to the Boeing 777, this modification is not so impressive, since the body is only 40 meters and the wingspan is only 35 m. Without passengers and cargo, the aircraft weighs about 41 tons, with a maximum load the weight becomes 79 tons. Due to technical parameters, the aircraft cannot rise above 12.5 thousand meters, but it covers distances of 5.7 thousand km at maximum altitude.

The arrangement of seats in the passenger cabin includes up to 20 seats in business class. The economy sector has 138 seats. A feature of the layout is the absence of 2 portholes in the middle part on each side, which is due to the specifics of the ventilation system. This Boeing model has 4 hatches for emergency evacuation of passengers.

The oldest aircraft of the B737-800 brand (model VP-BRF) has been in service for 4.6 years. The newest aircraft of this modification is the VP-BFB model, which was put into operation on March 1, 2018.

Airbuses

Aeroflot's fleet includes various models of Airbus branded airbuses, including double-deckers. The airliners are very ergonomic and comfortable for long-distance flights, which is why they are in great demand among the population. In total, Aeroflot has 124 Airbuses, of which 32 are A321, 22 are A330 and 70 are A320. Each category has its own characteristics, discussed below.

Airbus A330-200 and A330-300

The Airbus A330 is available in two modifications, A330-200 and A330-300. The models are very similar to each other, but there are some differences. In particular, in the 200th model the length of the hull is 58.8 m, and in the 300th it is 63.7 m. There is no difference in the wingspan, the figure is the same and is 60.2 m. The liners rise into the sky for 12 km, but there are significant differences in the range of possible flights. For the A330-200, the maximum is 11.2 thousand km, and for the 300th modification it is only 9.5 thousand km.

The Airbus A330-200 is designed for 207 seats in Economy and 34 in Business Class. The Airbus A330-300 airliner is more spacious, in its economy sector there are 287 seats, and in business class - from 28 seats to 36 at the discretion of the company.

The oldest A330-200 lasts 9.5 years, and the new one - 8.5. In the near future, the company plans to update the flight crew of its airbuses.

Airbus A321-200

The A321-200 model assumes medium-haul flights. The side of this airliner is narrow-body, the body length is 54.5 m, which makes it stand out among similar airbuses. The wingspan is 34 m, which is quite enough for such a large airliner. At maximum load, the weight is 93.5 tons, but this does not affect the speed developed - the Airbus easily reaches 840 km/h.

The cabin layout is standard and includes 2 service classes, traditional economy and business with increased comfort. The economy sector accommodates from 142 to 167 passengers, and the business sector - from 16 to 28 seats. The number of seats may be changed by the company for various reasons. The difference between this model and others in its group lies in the improved internal arrangement. The A321 is equipped with wide luggage compartments, a large cargo compartment and comfortable seats.

The company has 48 aircraft of this brand, the oldest is 9.5 years old.

Airbus A320

Airbus A321-200 - the original model for the A321. The length of the hull is 37 meters, the wingspan is 34 m. With a speed of 840 km/h, the liner easily covers 6.15 thousand km. Maximum load - up to 77 tons.

The passenger compartment is 11 meters long, while the traditional 2 categories are observed - business and economy, differing in the level of comfort. Increased comfort distinguishes the first 8-20 seats near the cockpit, the remaining 120-150 seats are traditional for all aircraft.

Sukhoi Superjet-100

Aeroflot has 43 Sukhoi SuperJet-100 aircraft of the Russian brand “Sukhoi Civil Aircraft”. The airliner can withstand a total takeoff load of up to 50 tons, and the industrial load reaches 12.5 tons. The body length is 30 m, the wingspan is 28 m. This aircraft is designed for short-distance flights, up to 2.5 thousand km at an altitude of no more than 12 km. The number of seats in the cabin is 75 in economy class and 12 in the business sector.

The newest aircraft, Sukhoi SuperJet-100, is only 3 months old (2017), and the Sukhoi SuperJet-100 (RA-89014) served the longest - about 5 years.

Aircraft out of service

Airliners decommissioned are also stored on the company's premises. Airplanes have a large number of flight hours and kilometers, consume too much fuel and cause annoying complaints from passengers due to the discomfort of being in the cabin during the flight.

Ilyushin Il-96

The Ilyushin Il-96 is a presentable large airliner, the flagship of the domestic aircraft industry. The cabin is equipped with 270 seats in economy class and 12 seats in the business sector. The last flight was in 2014, in the spring. They are currently owned by Cubana Airlines since 2014.

Boeing B767-300

The Boeing 767-300 has a two-class cabin; the cabin has 188 Economy category seats and 30 high-comfort seats. Decommissioning took place in 2014, after the Toronto-Moscow flight. The company no longer uses this model for flights.

Interesting! Several Aeroflot aircraft are in storage, keeping their tail numbers. Four aircraft are not used on scheduled and charter flights for technical reasons. These are a SuperJet-100, a Boeing 767-300 and two Airbus A320s.

The average age of Aeroflot aircraft allows us to call the company one of the youngest air carriers in the world, with a flight crew of 100 units and more. Aeroflot's fleet is constantly being updated by Russian and foreign aircraft manufacturers. When flying on aircraft of this company, it is mandatory to follow the rules of conduct on board and the carriage of baggage, which is important for the safety and reliability of flights.

Information Agency " Rosbusinessconsulting" published a study Polina Nikolskaya, Anastasia Yakoreva, Pyotr Mironenko, Elena Myazina"What does Russia fly?", dedicated to the state of the fleet of Russian airlines. Our blog provides the text of this publication.

Most aircraft flying in Russia are no older than their counterparts used abroad. However, 17.7% of the aircraft fleet are old aircraft, many of which have reached the end of their service life and have problems with parts. Another disadvantage of the domestic market is problems with service and supervision, which is why almost the entire Russian fleet is registered in third countries.

(c) Rosbusinessconsulting

The crash of Airbus 321 on October 30, 2015 was the worst disaster in the history of Russian aviation. The day after the tragedy of the Kogalymavia (Metrojet) Airbus 321, which killed 224 people, Russian investigators opened two criminal cases under the articles “provision of services that do not meet safety requirements” and “violation of flight safety rules or preparation for them.” . Searches took place at the carrier's office, Domodedovo, and Samara airport, where the plane was refueling. State Duma deputies immediately came out in favor of banning the operation of aircraft over 15 years old (Airbus Kogalymavia was 18 years old) and revoking the licenses of carrier companies with a small number of aircraft. The head of the State Duma Committee on International Affairs, Alexei Pushkov, said that a “market attitude” to the industry leads to plane crashes. Deputies put forward similar initiatives after the crash of a 23-year-old Boeing 737 in Kazan on October 17, 2013. Then, as now, the public ignored statements from airlines and industry experts who argued that an airplane is not a machine and 20 years of operation is not such a long time for it.

Both planes - Boeing in Kazan and Airbus over Sinai - according to the latest data, were operational. The Kazan disaster, as the commission of inquiry decided, was due to the human factor, the Egyptian disaster was recognized as a terrorist attack three weeks later. Suspicions about the poor condition of aircraft flying in Russia, however, have not evaporated. RBC analyzed the fleet of Russian companies operating scheduled and charter passenger flights and found out whether suspicions about its wear and tear were justified.

What we thought

The basis was the list of valid airworthiness certificates of the Federal Air Transport Agency as of October 22, 2015 (that is, aircraft that are allowed to fly in Russia), data from the official websites of carriers and Internet resources airfleets.com, russianplanes.net and flightradar24.com. We excluded from the complete list small aircraft (private aircraft), local airline aircraft (practical range less than 1000 km, mainly An-2), helicopters, business jets, as well as all aircraft not used to transport passengers - for example, cargo and agricultural. The sample also did not include aircraft that are not used to transport passengers for commercial purposes: for example, the fleet of the Air Force, the Ministry of Emergency Situations and the special detachment for transporting top officials (SLO Rossiya), as well as aircraft belonging to aircraft manufacturing plants. The lists we received with detailed information about each aircraft were sent to all operating airlines with a request to confirm the accuracy of the data we collected. All responses were taken into account in the analysis results.

Our statistics also included aircraft from the second largest Russian airline, Transaero. The decision to declare bankruptcy was made on October 1, and on October 26 the company lost its air operator certificate and ceased operations. The Transaero fleet is in the process of being returned to the lessors: several dozen cars can be received by Aeroflot, which received part of the airline’s routes, the rest will be sold on the market or written off. Taking into account the entire Transaero fleet in the sample (according to open data as of October, this is 122 aircraft), we were guided by the fact that most of it could go to other Russian operators, and the composition of the fleet reflects the economic model of the largest private Russian carrier.

Which models do you choose?

The most popular family in Russia is the medium-haul Airbus 320 (A320, A319 and A321): 249 such aircraft are allowed to fly in the country. In second place with 203 aircraft is the family of medium-haul Boeing 737, the flights of which were recently asked to be suspended by the Interstate Aviation Committee (IAC).

According to our data, there are only 130 long-haul aircraft in Russia, of which 76.6% are Boeing 747, 767 and 777 models.

There is no definition of a medium-haul aircraft in Russian legislation. In the world, it is customary to classify vehicles with a flight range of over 2.5 thousand km into this category. Long-range vehicles in Russia are considered to be those with a flight range of more than 8 thousand km.

Airbus became the leader among aircraft flying on medium-haul routes in Russia not so long ago. The Big Four companies - Aeroflot, S7, UTair, Transaero - divided their preferences in two in 2013, explains Andrei Kramarenko, a researcher at the Institute of Transport Economics and Transport Policy at the Higher School of Economics. The first two chose Airbus, the second - Boeing. Now Transaero has stopped flying, and UTair has significantly reduced its fleet.

Two competing aircraft makers account for most of the world's aircraft fleets. According to the international organization Center for Aviation (CAPA, Australia) for April 2013, of all aircraft operated in the world, 39.7% are Boeing aircraft and 28.7% are Airbus. Russia is no exception. The aircraft of the two companies occupy 61.7% of the Russian fleet, 14.3% - other foreign aircraft (Embraer, Bombardier, De Havilland Canada, Let, ATR).

Domestic aircraft account for only 24% of the total fleet of Russian carriers. Moreover, for modern models - An-148, Tu-204, Tu-214 and Sukhoi Superjet - only 6.3%. The remaining 17.7% are old modifications of An, Tu and Yak, most of which flew in the USSR. “But the share of these cars in the volume of passenger traffic is less than 5%,” adds Alexander Fridlyand, a professor at the Moscow State Technical University of Civil Aviation.

In terms of quantity, Sukhoi Superjet is the leader among modern Russian models: domestic airlines have 39 such aircraft. “The Sukhoi Superjet has a niche, but it is very narrow due to its size (capacity - up to 100 seats - RBC),” says Fridlyand. According to him, for local and regional routes it is large, but on main routes with good passenger traffic it is inferior to economical cars by 150-200 seats. “His niche is mainline, but weak in flow directions,” the interlocutor believes.

Of the Soviet aircraft, the An-24 is the largest in the airline fleet - 67 aircraft. A turboprop passenger aircraft for short and medium-haul routes was developed by the Antonov Design Bureau (KB) in the late 1950s. Maximum capacity is up to 52 passengers. It is operated mainly by Russian regional companies (RBC considers such companies not to operate long-haul flights, flights through the capital's air hub and those not based in Moscow and St. Petersburg). “The An-24 is the only aircraft in the world of this class that lands on the ground, on compacted snow or ice,” recalls Oleg Smirnov, Honored Pilot of the USSR, President of the Air Transport Infrastructure Development Fund. “He flew throughout the entire airspace of the USSR and in the current conditions in the Far North is practically irreplaceable.”

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Now the An-24 continues to be used by companies based in the north: Polar Airlines, Yakutia, Chukotavia. For now, it is impossible to replace it en masse with foreign models. Firstly, planes of foreign brands that could land at airfields in these regions accommodate fewer passengers, explains Kramarenko. In addition, the technical documentation for them is in English, which not all An-24 pilots and personnel speak. However, during 2012-2013, Yakutia leased five Bombardier Dash 8 aircraft with a capacity of 70 to 80 seats. In addition to Bombardier, Aeroflot's subsidiary, the Far Eastern airline Aurora, flies Canadian De Havilland Canada 6 Twin Otter. Most likely, in the coming years, all An-24s will be replaced by foreign aircraft, “because they will exhaust their service life, and it will become extremely difficult and expensive to maintain their airworthiness,” predicts Dmitry Mirgorodsky, partner of the consulting company Concuros, former vice-president of Sukhoi Civil Aircraft. . There is no replacement for them with domestic analogues.

The second most popular among Soviet aircraft is the Yak-42: there are 33 such aircraft in the fleet of Russian airlines. However, several of them are in storage: some are waiting for parts to be replaced, some will no longer fly into the air. The cars are part of the fleets of Gazpromavia, Grozny Avia, Izhavia, and Saratov Airlines. The latter company began flying Brazilian Embraer 190s two years ago.

How old are planes in Russia?

As the study showed, on average in Russia the age of foreign models is less than their service life, while our aircraft are often older. According to Andrey Sharypov, head of the civil aviation vessel certification department of the State Research Institute of Civil Aviation, for foreign aircraft it is about 40-60 thousand hours, that is, 30 years. For the Soviets it was less - about 20 years. The manufacturer can extend the service life individually for each vessel.

For example, the average age of the Boeing 737 Classic generation (modifications 300, 400, 500) in Russia is 20.2 years. Generations Boeing 737 Next Generation (modifications 600, 700, 800, 900) - 9.1 years. Modifications of Airbus 320 - 7.5 years, A319 - 11.9 years (see infographic). These figures are not significantly different from the world average. The Dutch airline KLM, according to planespotters.net, Boeing New Generation flies on average at the age of 9.3 years. The American low-cost airline Southwest Airlines, according to USA Today and the airfleets.net portal, is 9.7 years old. The Boeing 737 Classic aircraft (modifications 300, 400 and 500) of this airline are on average more than 22 years old.

As for Airbus, the A320 fleet of the German Germanwings is 23 years old. The American Delta, which flies with Aeroflot in the Skyteam alliance, has a lifespan of 20.7 years. Delta's A319 aircraft are 13.8 years old.

The oldest model of aircraft flying in Russia is the An-24. On average they are 42.1 years old. The average age of another Soviet aircraft still in operation, the Yak-42, is 24.7 years.

Soviet aircraft and modern Russian ones (with the exception of Sukhoi Superjet), unlike foreign ones, have problems with parts. Mass production of such machines has been stopped, so you have to order components individually, which costs several times more, says Sergei Koval, deputy head of the monitoring and authentication department of the Civil Aviation Research Institute. As a result, parts with forged documents are sometimes installed on Soviet cars. According to Koval’s estimates, the market now contains up to 8% of illegal parts, and from 2001 to 2015, 50 serious incidents occurred due to problems with parts (incidents with airplanes and helicopters are taken into account).

What happened to Soviet design bureaus

The Saratov Aviation Plant, which produced Yak aircraft, went bankrupt and was completely liquidated. The design bureaus that developed Soviet aircraft—Tupolev Design Bureau and Yakovlev Design Bureau (now part of the United Aircraft Corporation)—continue to exist mainly by supporting the remaining aircraft in service, Koval says. The Antonov Design Bureau (now the Antonov state enterprise) is located in Ukraine.

The age of the aircraft, according to professionals, does not affect its technical condition and airworthiness. “As a ship commander, I don’t ask: will you give me an old plane or will I fly on a new one - this doesn’t interest me at all,” explains Smirnov. The main thing is whether the aircraft underwent maintenance and repairs on time throughout its life. In addition, every part of the aircraft has its own resources. By that time, says Smirnov, “as the aircraft turns 17 years old, these parts can be replaced several times.”

The study found that 58.7% of aircraft in the Russian fleet had only one or two operators. And more than ten air carriers that replaced each other - only 3% of boards are in baggage. Moreover, in many cases, two of the same companies used aircraft in turns. This, for example, was the case with the Izhavia airline’s Yak-42: according to data from airfleets.net, if we take into account alternating carriers, it changed 20 operators in 28 and a half years. According to Smirnov, professionals are distrustful of an aircraft that has previously flown “in countries with high humidity, for example, in Africa.” However, the lessor and the owner are obliged to put such a car in order. In this regard, the lessor, and not the previous operator, is important for the technical condition of the aircraft, the expert believes.

As a rule, carriers abandon aircraft for economic reasons, and not because of the end of its life, according to a study by leasing company Avalon (offices in the USA, Ireland, Dubai, Singapore and China). In Russia, foreign and new domestic aircraft models cease to be used at the age of 20-23, says HSE researcher Kramarenko. Global figures, according to Avalon research, are similar.

Airline age preferences

Russian airlines with the oldest fleet use Soviet aircraft. Among carriers with ten or more aircraft, the oldest fleet—41.2 years—has the Turukhan company, part of the UTair group. It mainly operates custom flights, including for mining companies. But Turukhan also has regular transportation, so its aircraft were included in our study.

In total, there are 16 companies in Russia operating aircraft over 25 years old for regular and charter transportation (see table).

The youngest park is at Pobeda, a subsidiary of Aeroflot that recently started operating. Its sides are only a year old. Aeroflot’s average fleet age, according to RBC calculations, is 4.6 years. The planes of Transaero, which stopped flying, were on average 18.6 years old (the S7 fleet was 9.2 years old, and UTair was 14 years old). In 2005-2008, many Russian airlines, including the Big Four carriers, when fuel prices went up, massively renewed their fleet, preferring aircraft with lower fuel consumption. In particular, this explains the rather young fleet of foreign aircraft in Russia, notes Fridland.
Low-cost airline Pobeda is the youngest Russian air carrier with the youngest fleet. Their Boeing is only a year old on average
Photo: TASS

There is also a significant difference between the average age of aircraft from different companies abroad. According to a Bloomberg rating compiled in January 2013, the American Delta has an average age of 15.8 years, Southwest Airlines - 14.7, Aeromexico - 15.2, Lufthansa - 12.4, Air France - 11.5, Ryanair - five years.

Each company chooses for itself what is more cost-effective for it: a new or older aircraft, Mirgorodsky emphasizes. For example, purchasing a new Boeing 737-800 will cost approximately $48-55 million. The same ten-year-old model will already cost $16-18 million, says Alexander Kochetkov, head of the leasing company Gold"nsky Leasing. But old aircraft also require maintenance costs. Not all companies can afford to pay such sums at a time - they have to lease the machines.In Russia, according to estimates by the company Ilyushin Finance Co., at least 80% of the aircraft in use are leased.

This is exactly what the largest market player, Aeroflot, is doing, intending to enter the top 20 global air carriers in terms of revenue and passenger traffic by 2025. For the sake of this goal, the airline has been not only increasing but also refreshing its fleet for several years, General Director Vitaly Savelyev has repeatedly said in his interviews. “It’s difficult to compete on the global market with an old aircraft,” Mirgorodsky explains the strategy. Aeroflot also gives older models to its subsidiaries: Aurora Airlines, Orenburg Airlines, Donavia, and Rossiya.

But many companies don’t even have enough money to lease new aircraft. Transaero, for example, which dreamed of ousting its state-owned competitor, due to expensive debt financing, as it itself admitted in its financial statements, was expanding its fleet with cheap foreign and new cars, Vedomosti wrote. After the devaluation of the ruble at the end of last year, leasing for Russian companies has become significantly more expensive, even for old aircraft (leasing payments are made in foreign currency - RBC), adds Mirgorodsky. According to Kochetkov’s estimates, leasing a new Boeing 737-800 costs an average of $4.2 million per year, and about $2 million for a ten-year one.

"Izhavia"

Average age of the aircraft fleet: 30 years

The Izhavia fleet contains only domestically assembled aircraft: An-24, An-26, Tu-134, Yak-42. The oldest aircraft are An-24. One board is almost 34.5 years old, the other two are almost 37 years old. These planes fly from Izhevsk to Kazan, Yekaterinburg, Novy Urengoy. A relatively “fresh” model in the Izhavia fleet is the Yak-42. The youngest aircraft was produced in 1996.

PA "Cosmos" RSC "Energia"

Average fleet age: 29.8 years

There are only one model of passenger aircraft in the fleet - Tu-134. The age of the liners is also uniform - not a single board is under 25 years old. However, age is not an obstacle to comfort: on forums, passengers note in surprise that the planes are in almost perfect condition.

Mirny aviation enterprise AK "Alrosa"

Average fleet age: 27.4 years

Another air carrier whose fleet contains only Soviet or Russian-made aircraft. The set is standard for a regional airline: An-24, An-26, Tu-134 and Tu-154. The oldest are An-24, which are used on flights from Mirny (Yakutia) to Lensk, Yakutsk and Polyarny. The youngest are Tu-154, flying from Mirny to the largest cities of Russia and to resorts. Three out of six Tu-154 aircraft were produced in the early 90s.

ATK "Yamal"

Average age of the fleet: 24 years

The first company on the list with foreign-made aircraft. ATK Yamal has five Boeing 737-500 aircraft in its fleet, ranging in age from 12 to 19 years. The carrier uses them on flights from Salekhard to Tyumen, Moscow, Sochi, Anapa and Krasnodar. In addition, the airline has old Tu-134 (average age - 28 years) and An-26 (27 years).

Saratov Airlines

Average fleet age: 23.2 years

Saravia (this is the abbreviated name the airline uses) has one model of aircraft in its fleet - the Yak-42. They fly from Saratov to Moscow, Surgut, Sochi, Hanover and Frankfurt. Aircraft age: from 15.5 to 28 years.

"Sakhalin Air Routes"

Average fleet age: 23.1 years

One of the most reliable air carriers in terms of following the schedule, most flights are carried out on foreign-made aircraft. Sakhalin Airways has seven aircraft from two manufacturers: Boeing and Bombardier. The oldest are two Boeing 737-200 aircraft, 26 and 27 years old. The rest of the models are younger - from 10 to 13 years old. In addition, An-24 flies on domestic routes: each aircraft is at least 30 years old.

Average fleet age: 22.7 years

UTair has one of the largest fleets of passenger aircraft in Russia, but it is very diverse: a dozen models from six different manufacturers. There is also a significant range in the age of the aircraft: from 8 to 37 years. The oldest are Tu-134, the average age of which exceeds 30 years. The youngest are two Boeing 757-200 (8 and 11 years old).

"Nordavia"

Average fleet age: 22.3 years

While the parent company (Aeroflot) flies Airbus aircraft, Nordavia's fleet mainly consists of Boeing 737-500 aircraft. The average age of these aircraft is 18.7 years. Also in the fleet are An-24s, used on domestic flights like Arkhangelsk - Kotlas. These aircraft are at least 35 years old.

"Kuban Airlines"

Average fleet age: 21.6 years

The air carrier has two aircraft models in its fleet: Boeing 737 and Yak-42. Foreigners are fresher: their average age is 15.5 years. And for the “Yakovlevs” there is a range: from 17 to 30 years.

"Airlines of Dagestan"

Average fleet age: 21.4 years

The carrier's fleet is equipped with two Tupolev models: Tu-134 and Tu-154, which fly from Makhachkala to Moscow, St. Petersburg and Istanbul. The age of the Tu-134 is 29-30 years, the Tu-154 is younger, from 11 to 23 years.

"Kogalymavia"

Average age of the fleet: 21 years

The regional carrier has in its fleet the “standard” Tu-134 and Tu-154, as well as the Airbus A320 and Bombardier CRJ200. The oldest are Tu-134 (29 and 26 years old). And the Airbuses, one might say, are completely new: they are only seven years old.

"Yakutia"

Average age of the aircraft fleet: 20.5 years

The carrier has only domestically produced models: Tu-154 and Tu-204, designed to replace the Tu-154 on airlines. The age of the old “carcasses” ranges from 17 to 30 years. True, the Tu-204 cannot be called completely new: one aircraft is 11 years old, the second is almost 15 years old.

Hi all! Today, Europe's largest shopping center "Aviapark" opened on Khodynskoye Pole, on this occasion I want to tell you one very interesting story about an aircraft.

It all started with our team coming to look at this shopping center before it opened. Walking along the 4th floor of the center, my attention fell on a cone sticking out from around the corner, suspiciously similar to the nose of an airplane. A couple more steps, and it becomes clear: it’s really an airplane. The first thought was: “Wow, what a realistic model,” but after taking a closer look, we realized: this is not a model at all. A real ship. Next thought: “What the hell is a real TU-154m doing on the 4th floor of a shopping center?!” But I’ll tell you about this now!

But first, a little from the history of this aircraft:
- Over 25 years of flight experience (in operation since 1989)
- About 15,000 landings
- Operated in 12 airlines

In general, in my opinion, the very idea of an airplane being in a shopping center: the apogee of post-idiotic thinking. Even if it is the largest shopping center in Europe. Even if it is called "Airpark".
But let’s try to figure it out and give answers to the questions: “How?” and for what?".

So, why does Aviapark need a plane?
Everything would be fine if it were some kind of monument to the airfield. Frunze, or, for example, a museum exhibit. I'd like to believe it. But no.
In the area, part of which is occupied by the ship, there will be something called "KidZania". We go to their official website. "KidZania is a mini-city where children can live and work. It has its own hospitals, schools, airport, television channels, beauty salons, restaurants and shops. KidZania is open in 16 countries around the world." Sounds tempting. That is, the plane went for a good cause, for children. Fine. Taking a break from the idea that everything is done for the sake of profit for the owner of the children's kindergarten, let's look at what has already become of him.

Firstly, the plane is cut into X number of parts. Where half of the cabin and the tail section are located remains a mystery.

Not only is the plane cut up, but there is also complete chaos inside. Overturned chairs, a thick layer of dust, uprooted air conditioners.

Here everything doesn’t look so bad, but still:

Only the cockpit is well preserved, if, of course, you compare it with the long-suffering airplane cemetery that once stood nearby, where they pulled out everything they could from the inside, and, in the end, completely sawed the planes into metal.

By the way. A pile of feces peeks out welcomingly from the toilet next door. Apparently he says hello to the OJSC company Aviation - Innovative Technologies", which will be discussed in the answer to the question “How?”

Yes, HOW did the real Tu154-M end up in the shopping center?
This question puzzled me from the moment I simply saw the plane. After some time, KOSMOS Airlines booklets were found in the cabin. , which carried passengers in the last years of the ship’s existence. A couple of minutes of searching on the Internet - and all the information is at your fingertips.

Aircraft tail number: RA-85848, this is one of the aircraft registered with KOSMOS Airlines (By the way, one cannot fail to note the direct connection between this airline and the RSC Energia corporation, KOSMOS Airlines its daughter)
How did it happen that just yesterday the plane was transporting astronauts (or ordinary passengers), and today it is standing in a poor condition in the middle of a construction site? This moment is especially interesting. Digging deeper, you can find another, more interesting company: JSC Aviation - Innovative Technologies.

I quote from the official website: “AIT LLC is a young, but at the same time dynamically developing company in the market for the rental and supply of aviation equipment and Russian-made aircraft.”
This company leased the aircraft to Kosmos and, in fact, it sold the aircraft to KidZania. DADA, NOW WE KNOW WHERE KIDZANIA TUPOLEV GET FROM! OJSC "AIT" sold her a plane!
The next question that immediately arises in the mind of a healthy person is how much did such a purchase of KidZania cost? This question also does not require much searching. We are talking about nothing, nothing, 30 million rubles. Not much more expensive than buying space in Aviapark. In any case, this is exactly the price indicated on the official website of AIT OJSC in the advertisement for the sale of an aircraft identical to this one (Tu-154M RA-85849) [screenshot of the sale page].
Immediately after the purchase, the plane was delivered to Domodedovo.

(One of the last photographs of the aircraft, taken from russianplanes.net)

Here all the engines were removed from the plane and the rear part of the cabin was gutted. Further - more interesting. However, look at the photo for yourself:

When they finally dealt with it, they put the front part on a truck and took it to the walker. The transportation was carried out at night so that everything would go as quickly as possible and without force majeure situations. You can watch the broadcast of this event.

(Photo found on the Internet)

But how he ended up on the 4th floor remains a mystery to me.

Well, what can we say about all this? This is complete crap. Moreover, it is not clear which of the above is the big one: the purchase of an airplane by KidZania for 30 million rubles, the subsequent cutting of it into metal, or the location of the ship in a shopping center, where only a lazy Caucasian builder did not take a photo in front of it, stroked or kicked the fuselage. Only when we were filming the ship, 7 builders came up to it one by one and staged a boxing championship with the skin of the aircraft. Over the course of 4 months, a thick layer of dust formed inside, mixed with beer cans and cigarette butts. Once again: 30 million. I don’t know what KidZania will do with the plane next (Most likely it will uproot everything that’s left of it except the skin and build a fancy attraction there), but I’m simply speechless.

From month to month travel portal WORLD-S publishes to you information about the average age of the aircraft fleet Russian airlines, as well as statistical data on the increase/departure from the aircraft fleet, reasons. What changed in Russian aviation in April 2016 compared to March 2016?

To begin with, we consider highlighting some moments that occurred in global aviation in March and which directly affected us. The most tragic incident occurred on March 19, 2016. While approaching the Rostov-on-Don airport, a Boeing 737-800 of the Middle East carrier (low-cost airline) Dubai Fly, which was flying on a Dubai-Rostov-on-Don flight, crashed. There were 62 people on board (including the flight crew) - no one survived. All aircraft of the air carrier have a maximum service life of 5 years; there is no doubt about timely maintenance. Most likely, pilot fatigue and bad weather conditions could lead to control errors, because low-cost airlines are like taxis in the sky.

On March 20, 2016, a Boeing 737-800 aircraft of the Russian air carrier UTair (flight Moscow-Surgut) made an emergency landing at Moscow airport due to engine problems. The plane circled in the sky above the airport for two hours until it ran out of fuel. No one was injured on board (112 passengers).

On March 28, 2016, a Fokker-100 aircraft of Back Air (flight Kyzylorda - Astana) made an emergency landing at Astana airport. Problems occurred with the release of the front landing gear. The pilots landed the plane on its belly. Fortunately, no one was injured on board (116 passengers). The reason is clear, production of the Fokker 100 has long been discontinued. They are used in aviation by third world countries. The aircraft's service life exceeds 20 years. However, the airline uses 7 aircraft of this type. If we analyze the statistics of incidents with this model, this is not an isolated case when the landing gear release mechanism did not work.

Now let's move on to the good news. Azerbaijan Airlines AZAL launched a new low-cost airline AzalJet in March, ticket prices will start from 49 euros including all taxes and fees.

Now we propose to study the table of statistics on changes in the average age of the fleet and the movement of aircraft in Russian airlines.

TABLE: IN Age of aircraft in Russian airline fleets as of April 12, 2016

№

Carrier name

Average Age of Aircraft Years (March 2016)

Number in park (March 2016)

Average Age of Aircraft Years (April 2016)

Number in the park (April 2016)

Statistics of changes in the fleet

15,5

15,6

S7 increased its fleet by 6 units (Boeing 737-800 purchase of six aircraft from UTair with terms not exceeding 2.6 years), which led to a decrease in the average age of the fleet. Why UTair sold its newest aircraft is a question of falling demand for certain destinations.

Yamal increased the fleet by one Sukhoi Superjet 100-95LR aircraft, purchased under lease from UTair Express airline for a period of 1.8 years.

Based on the above, important changes have occurred in Russian aviation over the past month. Now, instead of three Russian airlines, there is one. The management plans that it will take second place in air transportation. UTair is selling its aircraft, unable to bear the costs of leasing payments due to the decline in demand for certain destinations.