FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1985
1985 - 0891.PDF
WORLD AIRLINE DIRECTORY An-26) seems'to have a limited, if any, future in Aeroflot. An An-12 freighter replacement is still urgently needed; one with prop-fan power is said to be under consideration, but meanwhile the life of the An-12 is to be extended. The first two production Tu-154M (or Tu-164 as it has been termed), which is the Soloviev D-30KU powered version of the Tu-154B2, were delivered to Aeroflot at the end of 1984. Test flights of the 11-96, a longer range version of the 11-86 (possibly with two large engines) have not yet been reported; nor is there much to report on the Antonov An-400 large heavy lift transport for Aero flot and the Military Transport Aviation. The longer term development of a later Tu-154 is under study; there have been no recent reports of SST activity, although it is doubtful if this has been dropped from Aeroflot's plans. TsAGI—the Central Hydro- Aerodynamic Institute—is working on hypersonic transport design. Although the Scientific Research Institute is now taking some interest in dirigible developments, including the "Vertostat" (helicopter and dirigible combination , it is very probable that the policy is to concentrate on fixed-wing and helicopter develop ments which are more practical in Soviet eyes for day-to-day work, especially under Siberian winter conditions. In 1984 Aeroflot carried 112 million passengers (initial figures)—about 3 million of these were carried on international flights—and about 3 million tonnes of freight and mail were carried. Some 103 million hectares of agricultural and forest were treated. These three figures were all in excess of the plan figures. Aeroflot has a 33 per cent share of all inter city traffic in the USSR, while 88 per cent of flights are direct or with one intermediate stop. The passenger-kilometre figure was exceeded (plan about 180,000 million p-km); the tonne-kilometre figure was also exceeded (estimated target was about 19,000 million t-km). The annual fresh fruit and vegetable lift from Central Asia and other growing areas to the remoter regions was 300,000 tonnes. For eight years now Aeroflot has been paying its way—in 1984 planned profits were exceeded by 110 million roubles. The agricultural aviation fleet (probably in the region of 5,000 aircraft and helicopters) performs some 80 per cent of all spring fertiliser distribution and 40 per cent of such work over the whole year; helicopters cover some 3-5 million hectares of vine yard and orchard work (it is said that this is but a quarter of their potential). Meanwhile Aeroflot is using micro-dosing (ULV) spraying techniques with some success and is increasing its use of the trichogram method (the employment of predatory insects, dropped in their early development stages, to exert natural controls on pests). Although the An-2 is not economical for such work, both methods have environmental advantages which are appre ciated in the USSR where even the vast size of the country does not minimise damage. The annual late summer defoliation of the cotton crop, before mechanical harvesting, requires the use of some 750 An-2s and a few helicopters in the Uzbek Republic alone; more than 1,000 aircraft are used over 5 million hectares of cotton plantations in the whole country. A new project is the introduction of the Tu- 134SKh variant—an agricultural flying laboratory to monitor by non-photographic means, including sounding, of farm areas over the whole of the USSR and especially areas where land improvements are being tried. A small fleet of such aircraft is planned. In 1984 some 660 aircraft and helicopters patrolled 893 million hectares of forest and tundra (reindeer pasture) to seek out fires; about 7,000 fires are dealt with annually by teams dropped or lowered from aircraft. In 1984 the aeromedical services of the USSR had over 600,000 call-outs; 100,000hr were flown on aeromedical tasks; 29,200 operations were carried out on the spot and about 70,000 patients were taken to hospital for special treatments. The "flying doctors" are reinforced as required by special ists. The whole "national economy" task—i.e. on non- transport work—amounts to 14-15 million flying > FLIGHT International, 30 March 1985 Aerolineas Argentinas will be adding two Boeing 747-300 to complement its existing long-haul 747-200B and 747SP fleet hours (target for 1985:—14-2m); 45 per cent of this is performed by Mi-8 helicopters. The targets for 1985 are the performance of 186,000 million passenger kilometres; the carriage of 111 million passengers; over 3 • 05 million tonnes of freight and mail; and the working of 98 million hectares of agricultural and forest land. The tonne- kilometre target is 20,010 million. In the Eleventh Year Five-Year Plan period 1981-1985 the targets are the performance of 946,000 million passenger-kilometres; the carriage of 530 million passengers and of over 15 million tonnes of freight and mail. Head Office: Leningradskii prospekt, 37, Moscow 125167, USSR. ,^^7569. Executives: Minister of Civil Aviation; head of Aeroflot; chairman of the USSR and the Comecon Commissions on Icao affairs and Chairman of the State Aviation Inspectorate, Twice Hero of Socialist Labour, Chief Marshal of Aviation B. P. Bugaev; first deputy S. Ye Panyukov. General Director Central Directorate of International Air Communications (TsUMVS) is N. K. Poluyanchik and his first deputy is B. Likhachev; chief of Directorate of Internatioal Relations, V. D. Samorukov; executive secretary of USSR Icao Commission is B. A. Rizhenkov, with chairman of air navigation committee and a deputy to the Minister, I. F. Vasin; in charge of Comecon air transport matters, N. V. Burov. Employees: 400,000-500,000. Fleet: (no official figures available); up to 170 II- 62M (mainly); 70 11-18 (mainly freighters); 60 I1-76T and TD; 70 11-86 widebodies have been delivered; 150 An-12 freighters; 400+ Tu-154 (all variants); 400 Tu-134; up to 40 Yak-42—and probably more if even a small production flow has been continuing during late 1982-1984; 400 Yak-40 (including K=combi vari ants); 700 An-24/An-26 (freighter)/An-30 (photo- survey); over 3,000 An-2 (mainly for agriculture but many passenger/general purpose/aeromedical; heli copters in service are mainly Mi-8, Mi-6, and some Mi-IOK; Kamov Ka-26; a few Ka-32; Mi-2. The total of rotary-wing aircraft is certainly not less than 2,500. Other aircraft in use by Aeroflot are 120+ L-410/ L-410UVP; a dwindling number of 11-14—still perhaps 100; the first An-72/74. Yak-18T are used for training at Aeroflot schools. The first An-28 light feeders are coming into service and the first 35 from Polish production are being delivered now with the annual total soon rising to 200. On order: further Tu-134Bs; Tu-154B variants; Tu- 154M (Tu-164); Yak-42 and variants; several early Tu-154s have been converted to the freighter role (S); 11-76; 11-86; I1-62M; Antonov An-28; L-410UVP and later L-610/612; Ka-32; Mi-26; An-3 on completion of test programme. Development aircraft: An-400 heavy lift aircraft; 11-96; Tu-154 development; Yak-42 development; An- 32—Aeroflot order position not clear; Mi-17— also not clear; new "national economy" helicopter; prop-fan powered An-12 successor; life increase for Mi-6 and An-12; TsAGI work on hypersonic design. Aerolineas Argentinas was founded as a state corporation in May 1949 by the Ministry of Trans port to take over the operations of Fama, Alfa, Aero- posta and Zonda. These companies ceased operations on December 31, 1949, and were merged to form Aerolineas Argentinas. An extensive network of scheduled passenger and cargo routes is operated to points in North, South and Central America and Europe. International services radiate from Buenos Aires to Cape Town, Madrid, Rome, Zurich, Frank furt, Paris, Los Angeles, Miami, New York, Montreal, Rio de Janeiro, Sao Paulo, Asuncion, Montevideo, La Paz, Caracas, Lima, Santiago, Guayaquil, Bogota, Porto Alegre, Mexico City, Hong Kong and Auckland. Head Office: Paseo Colon 185, 1063 Buenos Aires, Argentina. ^^18182. Executives: chairman, Dr Juan Carlos Pellegrini; vice presidents: marketing and sales, Raoul Angel Coria; maintenance, Ing Alfredo Daie; flight operations, Capt Fransisco Montpelat; general manager, Lie Roberto Oscar Rodriguez. Employees: 9,822. Fleet: five Boeing 747-200B, one 747SP, one 707-320B, one 707-320C, seven 727-200, ten 737-200, two 737-200C, two Fokker F.28-1000, one F.28-4000. Aerolineas Centrales de Colombia (ACES) was formed in August 1971 and began operations in February 1972. The airline, which is privately owned, operates domestic scheduled passenger services link ing Medellin and Bogota with 38 points throughout Colombia. Head Office: PO Box 6503, Carrera 49, No 56-27, Medellin, Colombia. ^0^- 06524. Executives: president, Jorge Hernan Londoho P; executive vice-president Javier Sanint Robledo. Employees: 650. Fleet: two Boeing 727-100, one Fokker F.28, 18 Twin Otter. Aerolineas de Guatemala—Aviateca, known until 1974 as Aviateca Empresa Guatemalteca de Aviacion, was established as the state airline in March 1945 to succeed Aerovias de Guatemala, founded in 1939. The airline operates scheduled services from Guatemala City on one domestic route to Tikal, and also to Houston, New Orleans and Miami. Head Office: Avenida Hincapie, Aeropuerto la Aurora, Zona 13, Guatemala City, Guatemala. ^*^4160. Executives: president, Col Anacleto Maza; vice- president, Capt Jorge Solares; commercial director, Luis M. Vasquez. Employees: 325. Fleet: two Boeing 727-100C, one DC-3. 31 *
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
