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Aviation History
1992
1992 - 0922.PDF
The new airlines of the CIS The beginnings of non-state commercial aviation are shown in the list of independent operators. Many of these are industrial concerns which were provided with aircraft by the state for their business needs. Usually these aircraft flew 200-300h a year. Now, industry is seeking to improve utilisation and maximise earnings. Some have thus begun to plan airline operations, seeking mainly cargo charters and small parcel contracts. Aircraft manufacturers Tupolev, Antonov and Yakovlev are forming their own companies, and Ilyushin and Yakovlev are investing in companies such as Transaero. All of the new airlines are listed here. CIS-approved airlines: independent companies NAME Aveko Avial ALAK (Aeroliht) ANTK (Tupolc Aviation Complex) ACA Ukrainian Air Leasing Aerosher Express Bosfor-V Volga Dnieper "Progress" Factory Inversija KMZ (Anthony Machine Works) Liana Lll (Gromov Flight Research Centre) BASE Nikolaev Moscow - Domodedovo Moscow Zhukovski St Petersberg Kiev Moscow - Sheremetyevo Vladivostock Ulyanovsk Samara Riga Kiev Nikolaev Zhukovski ORBI PO Transport Aviation (Production Association) Polet RAF Russia (Avia Ross) Saiakhat SGA SPA Aero Sterkh Soyuz Taiga Elf Air Erker Airlines Estonian Airlines Limited Ecological Concern Rescue Service Air Transport School Tbilisi Moscow Omsk Riga Moscow Alma Ata Moscow Mirnec Moscow Moscow Moscow Zhukovski Riga Talinn St Petersberg Zhukowski State/Government owner or participator NAME Tartarstan Airlines* Ukrainian Airlines* Azerbaijan Airlines* Armenian Airlines* Archangelsk CAD Aerovolga* Baikalavia* Bashkir Airlines* Byelorussia CAD* Vnukovo PO* Goniga State Scientific & Research Institute Goorgian CAD* Far Eastern Avia Concern* Domodedovo PO* Kazakh CAD* Birghizi CAD* Krasnoyarskavia* Latvian CAD* Lithuanian Airlines* Leningrad ACA* Mineralvodskoe PO* Magadan Avia Concern* BASE Kazah Kiev Baku Yerevan Archangelsk Kazan Irkutsk Ufa Minsk Moscow - Vnukovo Moscow Tbilisi Khabarovsk Moscow Alma Ata Bishkek Krasnoyarsk Riga Vilnius St Petersberg Minerailnievody Magadan Moldovian CAD* Komi Avia* MPO PANKH* (Aerial Work Assoc) Nerungri Sakha Corp* Independent United Air Moscow, VNU Detachment Sibavia* Tadzhik CAD* Tyumenavia Trans* Transaero* Moscow Trukmenavia* Ugats* Uzbeki CAD* Urals CAD* CUMVS* Moscow Estonian CAD* Southern Airlines* Yakutavia* Kishinev Skytivkar Krasnodar Yakutsk Moscow Novosibirsk Dushanbe Tyumen - Sheremetyevo Ashkhabad Moscow - BYK Tashkent Ekaterinberg - Sheremetyevo Talinn Rostov-on-Don Yakutsk * PO CAD ACA KEY Former Aeroflot division Production Association Civil Air Department Association of Civil Aviation this is due to the low level of ATC service on the routes. The charges and services, she says, will be reviewed from time to time. She points out that the airlines' operational savings could justify higher charges, with the extra income going to a fund to accelerate ATC improvements. Anodina says she is very conscious that the air-transport industry of the former USSR is a major employer — she puts the figure in "millions". Aeroflot staff numbers are said to be 600,000-plus. She says she is concerned to keep as many as possible of these people with their skills and expertise in employment. The overall policy, however, is to let market forces rule and this will have a noticeable effect on numbers, observes Ano dina. Up until 1991, the state provided the equipment and material needs to every industry, and paid all workers' wages, while, in turn, virtually the whole of industrial income went back to the state. A single fare for the 700km (380nm) Moscow-Kiev serv ice under this system used to be set at 19 roubles (equivalent to about £19 in local spending) and 1 million roubles formerly bought an Ilyushin 11-76. BUSINESS CHANGES This form of business, of course, has changed radically. Prices overall have risen by 12-15 times in the past year, and aircraft prices by much more. A five-year-old 11-76 now fetches 25 million roubles or more. One of Anodina's concerns is for safety. Aeroflot's safety record throughout the 1980s, according to the Soviet records now provided to ICAO (see table, P 21), was good, with only 1986 and 1991 being worse than US or ICAO average standards, and all other years being better or substantially better. Now, with money a major problem and the likelihood of a cut-back in the operational and maintenance budgets, and with inevitable changes in the economics of pilot training, Anodina insists that safety must retain the highest priority. According to Flight International accident records, Aeroflot's safety appears to have declined in 1990 and 1991 in terms of the number of accidents. The accident rates are not available yet. Each of the signatory states has acknowl edged that, she says, and MAK is pledged to police air-transport industry standards. Each flight-training school is now owned by the CIS state in which it is based, but Anodina says it is likely that some of these will be privatised. Indeed, the Zhukovski- based Air Transport School has already received its certificate to operate privately. It is also likely that airlines, which will now have to pay for pilot training, will seek to reduce their crew needs to western levels. Here, MAK will make the rules, most likely observing ICAO and International Air Transport Association standards. Aeroflot is no longer the monolith of 22 FLIGHT INTERNATIONAL 8 - 14 April, 1992
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