Aeroflot

Aeroflot—Russian Airlines
Аэрофлот—Российские авиалинии

IATA ICAO Callsign SU AFL AEROFLOT
Founded	February 9, 1923 (1923-02-09)
Commenced operations	July 15, 1923 (1923-07-15)
Hubs	Sheremetyevo International Airport
Frequent-flyer program	Aeroflot Bonus
Alliance	SkyTeam
Subsidiaries	Donavia (100%) Jetallians Vostok Aeroflot-Cargo
Fleet size	104 (+217 orders)
Destinations	97
Parent company	Government of Russia (51%)
Headquarters	Moscow, Russia
Key people	Vitaly Gennadevich Saveliev (General Director) Viktor Petrovich Ivanov(Chairman) Aleksandr Yuryevich Zurabov (First Deputy General Director)
Website	www.aeroflot.ru

OJSC “Aeroflot–Russian Airlines” (Russian: ОАО «Аэрофлот-Российские авиалинии»–Aeroflót-Rossíĭskie avialíniĭ) (MCX: AFLT MCX: AFLT), commonly known as Aeroflot ([Аэрофлот] Error: {{Lang}}: text has italic markup (help), English translation: "air fleet"), is the flag carrier and largest airline of the Russian Federation, based on passengers carried per year. Aeroflot operates domestic and international passenger services covering a network of 97 cities in 48 countries, mainly from its hub at Sheremetyevo International Airport, under the IATA airline designator SU and the ICAO airline designator AFL. The airline's callsign is AEROFLOT.

Headquartered in Arbat District, Central Administrative Okrug, Moscow, Aeroflot is one of the oldest airlines in the world, tracing its history back to 1923. In 1956, it became the first airline to successfully operate regular jet airliner services with the Tupolev Tu-104.

During the Soviet era, Aeroflot was the Soviet national airline and the largest airline in the world. Following the dissolution of the USSR, Aeroflot has been transformed from a state-run enterprise into a semi-privatised airline which ranks amongst the most profitable in the world. Aeroflot is still considered the de facto national airline of Russia. It is 51%-owned by the Russian Government, as of June 2011. The company completely owns Donavia since early 2007, when it boosted its participation in the Rostov-on-Don–based airline —then-named Aeroflot-Don— from 51% to 100%.

Aeroflot has embarked on a fleet modernisation program, extensive route restructuring, and an image overhaul. The airline joined SkyTeam in April 2006, becoming the 10th member of the alliance.

History

Early history of Soviet civil aviation

An early Soviet poster calling on citizens to buy stock in Dobrolyot.

On 17 January 1921, the Sovnarkom of the Russian Soviet Federative Socialist Republic published "About Air Transportation". The document which was signed by Vladimir Lenin set out the basic regulations on air transport over the territory of the RSFSR. The document was significant as it was the first time that a Russian state had declared sovereignty over its airspace. In addition, the document defined rules for the operation of foreign aircraft over the Soviet Union's airspace and territory. After Lenin issued an order, a State Commission was formed on 31 January 1921 for the purpose of civil aviation planning in the Soviet Union. As a result of the commission plans, Glavvozdukhflot (Chief Administration of the Civil Air Fleet) (Russian: Главвоздухфлот (Главное управление воздушного флота)) was established, and it began mail and passenger flights on the Moscow-Oryol-Kursk-Kharkov route on 1 May 1921 with Ilya Muromets aicraft. This was followed by the formation of Deruluft-Deutsch Russische Luftverkehrs A.G. in Berlin on 11 November 1921, as a joint venture between the Soviet Union and Germany. The company, whose aircraft were registered in both Germany and the Soviet Union, began operations on 1 May 1922 with a Fokker F.III flying between Königsberg and Moscow. The service was initially operated twice a week and restricted to the carriage of mail.

On 3 February 1923 Sovnarkom approved plans for the expansion of the Red Air Fleet, and it is this date which was officially recognised as the beginning of civil aviation in the Soviet Union. After a resolution of the Central Committee of the Communist Party of the Soviet Union, the Enterprise for Friends of the Air Fleet (ODVF) was founded on 8 March 1923, followed by the formation of Dobrolet (Russian: Добролёт) on 17 March 1923. Regular flights by Dobrolet from Moscow to Nizhniy Novgorod commenced on 15 July 1923. During the same period, an additional two airlines were established; Zakavia being based in Tiflis, and Ukrvozdukhput based in Kharkov. During 1923 an agreement was signed establishing a subdivision of Dobrolet to be based in Tashkent, which would operate to points in Soviet Central Asia. Services between Tashkent and Alma Ata began on 27 April 1924, and by the end of 1924 the subdivision had carried 480 passengers and 500 kilograms (1,100 lb) of mail and freight, on a total of 210 flights. In March 1924, Dobrolet began operating flights from Sevastopol to Yalta and Yevpatoriya in the Crimea. Dobrolet's route network was extended during the 1925-1927 period to include Kazan and regular flights between Moscow and Kharkov were inaugurated. Plans were made for Dobrolet flights to Kharkov to connect with Ukrvozdukhput services to Kiev, Odessa and Rostov-on-Don. During 1925, Dobrolet operated 2,000 flights over a distance of 1,000,000 kilometres (620,000 mi), carrying 14,000 passengers and 127,500 kilograms (281,100 lb) of freight, on a route network extending to some 5,000 kilometres (3,100 mi). Dobrolet was transformed from a Russian to an all-Union enterprise on 21 September 1926 as a result of Sovnarkom resolutions, and in 1928 Dobrolet was merged with Ukrvozdukhput; the latter having merged with Zakavia in 1925.

Formative years

The Tupolev ANT-20bis was used for cargo flights from Moscow to Mineralnye Vody before World War II

Responsibility for all civil aviation activities in the Soviet Union came under the control of the Chief Directorate of the Civil Air Fleet on 25 February 1932, and on 25 March 1932 the name Aeroflot was officially adopted for the entire Soviet Civil Air Fleet. The Communist Party of the Soviet Union Congress in 1933 set out development plans for the civil aviation industry for the following five years, which would see air transportation becoming one of the primary means of transportation in the Soviet Union, linking all major cities. The government also implemented plans to expand the Soviet aircraft industry to make it less dependent on foreign built aircraft; in 1930 some fifty percent of aircraft flying services in the Soviet Union were of foreign manufacture.

Expansion of air routes which had taken shape in the late 1920s, continued into the 1930s. Local (MVL) services were greatly expanded in Soviet Central Asia and the Soviet Far East, which by the end of the second Five-Year Plan in 1937 was 35,000 kilometres (22,000 mi) in length out of a total network of some 93,300 kilometres (58,000 mi). The agreement between the Soviet Union and Germany relating to Deruluft expired on 1 January 1937, and wasn't renewed, which saw the joint venture carrier ceasing operations on 1 April 1937. On that date Aeroflot began operations on the Moscow to Stockholm route, and began operating the ex-Derufult route from Leningrad to Riga utilising Douglas DC-3s and Tupolev ANT-35s (PS-35s). Flights from Moscow to Berlin, via Königsberg, were suspended until 1940, when they were restarted by Aeroflot and Lufthansa as a result of the signing of the Molotov-Ribbentrop Pact, and would continue until the beginning of the Great Patriotic War in 1941.

PS-84 seen in Moscow, circa 1940.

Under the third Five-Year Plan, which began in 1938, civil aviation development continued, with improvements to airport installations being made and construction of airports being commenced. In addition to the expansion of services between the Soviet Union's main cities, local routes (MVL) were also expanded, and by 1940, some 337 MVL routes saw operations on a scheduled basis. Serial production of the PS-84 (licence-built DC-3s) commenced in 1939, and the aircraft became the backbone of Aeroflot's fleet on mainline trunk routes. When the Soviet Union was invaded by Nazi Germany on 22 June 1941, the following day the Sovnarkom placed the Civil Air Fleet under the control of Narkomat, leading to the full-scale mobilisation of Aeroflot crews and technicians for the Soviet war effort. Prior to the invasion, the Aeroflot network extended over some 146,000 kilometres (91,000 mi), and amongst the longest routes being operated from Moscow were those to Tbilisi (via Baku), Tashkent and Vladivostok. Aeroflot aircraft, including PS-35s and PS-43s, were based at Moscow's Central Airport, and amongst important missions undertaken by Aeroflot aircraft and crews included flying supplies to the besieged cities of Leningrad, Kiev, Odessa and Sevastopol. During the Battle of Stalingrad, between August 1942 and February 1943, Aeroflot operated 46,000 missions to Stalingrad, ferrying in 2,587 tonnes (5,703,000 lb) of supplies and some 30,000 troops. Following the defeat of the Wehrmacht, some 80 Junkers Ju-52/3Ms were captured from the Germans, and were placed into the service of the Civil Air Fleet, and after the war were placed into regular service across the Soviet Union. Whilst civil operations in European Russia west of the front line, which ran from Leningrad to Moscow to Rostov-on-Don, were prevented from operating because of the war, services from Moscow to the Urals, Siberia, Central Asia, and other regions which were not affected by the war, continued. By the end of the war, Aeroflot had flown 1,595,943 special missions, including 83,782 at night, and carried 1,538,982 men and 122,027 tonnes (269,023,000 lb) of cargo.

Post-war operations

At the end of the war, the Soviet government went about repairing and rebuilding essential airport infrastructure, and it strengthened the Aeroflot units in the European part of the Soviet Union. Aeroflot had by the end of 1945 carried 537,000 passengers, compared with 359,000 in 1940. The government made it a priority in the immediate postwar years to expand services from Moscow to the capital of the Union republics, in addition to important industrial centres around the country. To enable this, the government transferred to Aeroflot a large number of Li-2s, and they would become the backbone of the fleet.

The Ilyushin Il-12 entered service on Aeroflot's all-Union scheduled routes on 22 August 1947, and supplemented already existing Li-2 services. The original Ilyushin Il-18 entered service around the same time as the Il-12, and was operated on routes from Moscow to Yakutsk, Khabarovsk, Vladivostok, Alma Ata, Tashkent, Sochi, Mineralnye Vody and Tbilisi. By 1950 the Il-18 was withdrawn from service, being replaced by Il-12s. MVL and general aviation services received a boost in March 1948, when the first Antonov An-2s were delivered and entered service in Central Russia. Development of MVL services over latter years was attributed to the An-2, which was operated by Aeroflot in all areas of the Soviet Union.

Aeroflot became the first airline in the world with sustained jet aircraft service, when it introduced the Tupolev Tu-104 in 1956.

Aeroflot's route network had extended to 295,400 kilometres (183,600 mi) by 1950, and it carried 1,603,700 passengers, 151,070 tonnes (333,050,000 lb) of freight and 30,580 tonnes (67,420,000 lb) of mail during the same year. Night flights began in the same year, and the 5th Five-Year Plan, covering the period 18951-1955, emphasised Aeroflot expanding night-time operations, which vastly improved aircraft utilisation. By 1952, some 700 destinations around the Soviet Union received regular flights from Aeroflot. On 30 November 1954, the Ilyushin Il-14 entered service, and the aircraft took a leading role in the operation of Aerofclot's all-Union services. The number of passengers carried in 1955 increased to 2,500,000, whilst freight and mail carriage also increased, to 194,960 and 63,760 tons, respectively. By this time, Aeroflot's route network covered a distance of some 321,500 kilometres (199,800 mi).

The 20th Communist Party Congress, held in 1956, saw plans for Aeroflot services to be dramatically increased. The airline would see its overall activities increased from its then current levels by 3.8 times, and it was set the target of the carriage of 16,000,000 passengers by 1960. In order to meet these goals, Aeroflot introduced higher capacity turbojet and turbine-prop aircraft on key domestic routes, and on services to Aeroflot destinations abroad. A major step for Aeroflot occurred on 15 September 1956 when the Tupolev Tu-104 jet airliner entered service on the Moscow-Omsk-Irkutsk route. The airline began international flights with the type on 12 October 1956 with flights from Moscow to Prague. The aircraft placed Aeroflot in an envious position, as airlines in the West had operated throughout the 1950s with large piston-engined aircraft. By 1958 the route network covered 349,200 kilometres (217,000 mi), and the airline carried 8,231,500 passengers, and 445,600 tons of mail and freight, with fifteen percent of all-Union services being operated by jet aircraft.

Aeroflot introduced the Antonov An-10 and Ilyushin Il-18 in 1959, and together with its existing jet aircraft, the airline was able to extend services on modern aircraft to twenty one cities during 1960. The Tupolev Tu-114, then the world's largest airliner, entered service with the Soviet carrier on 24 April 1961 on the Moscow-Khabarovsk route; covering a distance of 6,980 kilometres (4,340 mi) in 8 hours 20 minutes. The expansion of the Aeroflot fleet saw services with modern aircraft being extended to forty one cities in 1961, with fifty percent of all-Union services being operated by these aircraft. This fleet expansion also saw the number of passengers carried in 1961 skyrocketing to 21,800,000.

Aeroflot became the first airline to operate the first regional jet, the Yakovlev Yak-40, in 1968.

Further expansion came in 1962 when both the Tupolev Tu-124 and Antonov An-24 entered regular service with Aeroflot on various medium and short-haul routes. By 1964, Aeroflot operated direct flights from Moscow to 100 cities, from Leningrad to 44 cities, and from Kiev to 38 cities. The airline also operated direct flights from Mineralnyie Vody to 48 cities across the Soviet Union, denoting the importance of the operation of holiday aircraft services to Aeroflot. Statistics for the same year showed Aerfolot operating an all-Union route network extending over 400,000 kilometres (250,000 mi), and carrying 36,800,000 passengers.

By 1966 Aeroflot carried 47,200,000 passengers over a domestic route network of 474,600 kilometres (294,900 mi). For the period of the 8th Five-Year Plan, which ran from 1966-1970, Aeroflot carried a total of 302,200,000 passengers, 6.47 billion tons of freight and 1.63 billion tons of mail. During the Five-Year Plan period, all-Union services were extended over an additional 350 routes; an additional 1,000 MVL routes were begun, and 40 new routes were opened up with all-cargo flights. The year 1967 saw the introduction into service of the Ilyushin Il-62 and Tupolev Tu-134, and in September 1968 the Yakovlev Yak-40 regional jet began operations on short-haul services. By 1970, the last year of the Five-Year Plan period, Aeroflot was operating flights to over 3,500 destinations in the Soviet Union, and at the height of the 1970 summer holidays season, the airline was carrying approximately 400,000 passengers per day, and some ninety percent of passengers were being carried on propeller-turbine and jet aircraft.

Expansion of international flights

In January 1971 the Aeroflot Central Administration of International Air Traffic was established within the framework of IATA, and became the sole enterprise authorised to operate international flights. Abroad, the airline was known as Aeroflot Soviet Airlines. In 1976 Aeroflot carried its 100 millionth passenger. Its flights were mainly concentrated around the Soviet Union, but the airline also had an international network covering five continents: North and South America, Europe, Africa and Asia. The network included countries such as the United States, Canada, United Kingdom, Spain, Cuba, Mexico and the People's Republic of China. Since the 1970s some transatlantic flights were flown using Shannon Airport in Ireland as an intermediate stop, as it was the westernmost non-NATO airport in Europe.

Aeroflot service between the Soviet Union and the United States was interrupted from 15 September 1983 until 2 August 1990, following an executive order by President Ronald Reagan, revoking the airline's license to operate flights into and out of the United States. The reason for the order was the downing of Korean Air Lines Flight 007 by Soviet Air Force. At the start of the 1990s Aeroflot reorganised again giving more autonomy to territorial divisions. By 1992, REG Davies, former curator of the Smithsonian Institution, claims that by 1992 Aeroflot had over 600,000 people operating over 10,000 aircraft. By 1967, Aeroflot amassed a fleet equal to that of the largest American carriers combined.

Flag

In 1992, following the dissolution of the Soviet Union, Aeroflot was divided into more than 300 regional airlines. International routes were operated separately as Aeroflot – Russian International Airlines (ARIA). Some airline companies which were created from the old Aeroflot are now flag carriers of the newly independent countries – for example, Uzbekistan Airways, Air Moldova and Lithuanian Airlines. Smaller regional airlines which emerged out of the old Aeroflot – sometimes just one-plane operations – were sometimes referred to as Babyflots.

In 1994 Aeroflot was registered as a joint stock company and the government sold off 49% of its stake to Aeroflot employees. During the 1990s, Aeroflot was primarily focused on international flights from Moscow. However, by the end of the decade Aeroflot started an expansion in the domestic market. In 2000 the company name was changed to Aeroflot – Russian Airlines to reflect the change in the company strategy.

Other functions

Aeroflot also performed other functions, including aeromedical, crop-dusting, heavy lifting for the Soviet Space Agency (see Soviet Space Programme), offshore oil platform support, exploration for natural resources, support for construction projects, transport of military troops and supplies (as an adjunct to the Soviet Air Force), atmospheric research, and remote area patrol. It operated hundreds of helicopters and cargo aircraft in addition to civil airliners. It also operated the Soviet equivalent of a presidential aircraft and other VIP transports of government and communist party officials.

Aeroflot was also responsible for such services as ice patrol in the Arctic Ocean and escorting of ships through frozen seas, oil exploration, power line surveillance, and transportation and heavy lifting support on construction projects. For the latter tasks, Aeroflot used, in addition to smaller helicopters, the Mi-10 flying crane capable of lifting 11,000 to 14,000 kilograms. Hauling of heavy cargo, including vehicles, was performed by the world's largest operational helicopter, the Mi-26. Its unusual eight-blade rotor enabled it to lift a maximum payload of some twenty tons.

The close relationship between Aeroflot and the Soviet armed forces was underscored by the fact that the minister of civil aviation has been a high-ranking general or marshal of the Air Forces. Most Aeroflot pilots held reserve commissions in the Air Forces. The medium- and long-range passenger and cargo aircraft of Aeroflot were also part of the strategic air transport reserve, ready to provide immediate airlift support to the armed forces. Indeed, many aircraft in Aeroflot's inventory were of the same basic design as military aircraft and, even when loaded with bulky cargo and vehicles, were capable of operating from unimproved fields. They were characterized by high wings, low fuselages with cargo/vehicle loading ramps, and landing gear suitable for unimproved or marshy terrain. Short-range airplanes and helicopters were available for appropriate military support missions. Civil aviation also served as a cover for military operations. According to a Western authority, military aircraft belonging to the Military Transport Aviation (Voennaia transportnaia aviatsiia) have been painted in Aeroflot colors for use as food relief and arms or personnel transports to foreign countries.

Recent developments

The "winged hammer and sickle" is the most recognisable symbol of Aeroflot.

Aeroflot has been working towards redefining itself as a safe and reliable airline, hiring British consultants for rebranding at the beginning of the 2000s. A new livery and uniforms for flight attendants were designed and a promotional campaign launched in 2003.

Plans were afoot to replace the old Soviet-era hammer and sickle logo, which some people in the West treat as a reminder of Soviet communism. However, as it was for over 70 years the most recognisable symbol of the company, the logo was retained.

Its fleet has been upgraded to include A320/A319 jet planes for short-haul flights in Europe and Boeing 767 and Airbus A330 jet planes for long-haul routes. The total number of planes is 93. It carried 5.9 million passengers in 2003.

In the spring of 2004 an expansion on the domestic market was undertaken, aiming to gain 30% share by 2010 (as of 2006 it held approximately 9%). The first task was to outperform one of its major rivals S7 Airlines, the leader in the Russian domestic market. On 29 July 2004 a new corporate slogan was adopted: "Sincerely Yours. Aeroflot".

On 14 April 2006 Aeroflot became the first air carrier in the former Soviet Union to join a global alliance, SkyTeam. and occupied all of terminal 3 at Sheremetyevo International Airport in 2009.

The company has announced its plan to increase cargo operations. It registered the "Aeroflot-Cargo" trademark in 2006.

The airline is owned (as of March 2007) by the Russian Government via Rosimushchestvo (51.17%), National Reserve Corporation (27%) and employees and others (19%) and has 14,900 employees.

In 2006 Aeroflot carried 7,290,000 passengers and 145,300 tons of mail and cargo to 89 destinations in 47 countries.

Aeroflot has seen improvements, both in its earnings and number of passengers carried. The net profit reached $309.4 million (RUB 7.98 billion) in 2006, a 32.3% increase from 2005 earnings of only $234 million (RUB6.03 billion). The revenue for the same 2005–2006 period rose by 13.5% to reach $2.77 billion with an 8.7% gain in passenger numbers.

In February 2010, the Russian government announced that all regional airlines owned by the state through the holding company 'Rostechnologii' would be consolidated with the national carrier Aeroflot in order to increase the airlines' financial viability. The merger between Rossiya and Aeroflot is expected to be completed by the end of 2010 or early 2011 at the latest.

In December 2010, its deputy chief Vladimir Smirnov was dismissed after severe disruptions of operations during inclement winter weather.

Destinations

Main article: Aeroflot destinations

As of March 2011, Aeroflot operates scheduled passenger and cargo flights from Sheremetyevo International Airport in Moscow to 49 countries, serving 97 destinations.

Codeshare agreements

As of March 2011, in addition to being part of SkyTeam, Aeroflot has codeshare agreements with the following airlines:

Operating and marketing partner with free sale agreement: AeroSvit airBaltic Air Europa* Alitalia* Bulgaria Air China Southern Airlines* Czech Airlines* Jat Airways Kenya Airways* Korean Air* LOT Polish Airlines (Star Alliance) Malév Hungarian Airlines (Oneworld) MIAT Mongolian Airlines

Operating partner with a free sale agreement: Estonian Air Rossiya (subsidiary) Marketing partner with a free sale agreement: Air Malta Adria Airways (Star Alliance) Donavia* (subsidiary) Nordavia Rossiya (subsidiary) Operating and marketing partner with a block sale arrangement: Cyprus Airways Finnair (Oneworld)

Marketing partner with a block sale arrangement: Belavia Operating partner with a block sale arrangement: Air India Air France* Cubana Emirates Iran Air TAROM*

* SkyTeam member

Fleet

A Sukhoi Superjet 100-95. (2011)

An Ilyushin Il-96-300 at Sheremetyevo Airport. (2011)

An Airbus A330-200 at London Heathrow Airport. (2009)

A Boeing 767-300ER at Toronto Pearson.

Airbus A320-200.

An Airbus A319-100 at Cointrin International Airport, Geneva, Switzerland. (2009)

In 1993 Aeroflot began operating the Ilyushin Il-96-300 aircraft on the Moscow – New York route. The company now flies six aircraft of the type – about one half of all Il-96s in commercial service worldwide – and promised to buy six more if the Russian State allowed it not to pay import duty on Western-built aircraft. Industry experts claim the company is trying to terminate the deal with Ilyushin as operating the Il-96 is not cost-effective.

In 2006 it leased three used Boeing 767-300ER from ILFC for 5 years. The first two aircraft were delivered in November 2006 and January 2007, the third one was delivered in March 2007. The company had previously leased two Boeing 767-300ER from ILFC.

As of 2007, Aeroflot is in the midst of an overhaul of its fleet structure. The aging Tupolev 134s used on the short- and mid-haul routes were phased out by 2008 and were replaced by the Sukhoi Superjet 100 in 2011.

For long-haul routes the company has ordered the Airbus A330, the Airbus A350 and the Boeing 787 Dreamliner.

In May 2007, Finnair has announced the sale of its last two self-owned MD-11s to Aeroflot which are thus to become part of the Russian airline cargo fleet in 2008 and 2009.

Matters came to a head in September 2006 as Aeroflot's Board of Directors convened to vote on the Boeing contract. This coincided with the USA imposing sanctions on various Russian companies (including a major aircraft maker, Sukhoi) for allegedly supplying Iran in violation of the US's Iran Nonproliferation Act of 2000 and with the Russian state-owned Vneshtorgbank buying 5% of the stock in EADS, the corporation behind Airbus. The State's representatives on the board abstained from the vote and another round of lobbying ensued, with Russian news sources reporting Aeroflot's efforts to placate the State by offering to order both 22 Boeing 787s and 22 Airbus 350s, effectively doubling its long-range fleet. Banker Alexander Lebedev, the man behind National Reserve Corporation, reached a deal with Boeing to prolong the deadline, using his corporation's money.

On 22 March 2007, Aeroflot signed an agreement with Airbus for the acquisition of 22 Airbus 350-800/900s, with deliveries starting in 2015.

Ten Airbus A330s —five A330-200s and five A330-300s— had also been ordered, scheduled to arrive on operating lease starting in late 2008. Despite these aircraft were initially aimed at providing interim capacity ahead of the arrival of both the Airbus A350s and the Boeing 787s the company had previously ordered, the type has been gradually incorporated to the fleet on a long-term basis. The first Airbus A330-200 effectively entered the fleet in late 2008, and was initially put into service on the Moscow–St. Petersburg route for testing purposes.

Aeroflot and Boeing signed a deal for the 22 Dreamliners on the sidelines of Saint Petersburg International Economic Forum, with deliveries starting in 2014. Aeroflot's CEO Okulov confirmed that the existing Airbus order "would not be affected".

In July 2010, Russian prime minister Vladimir Putin pressured Aeroflot to buy Russian-made aircraft for future expansion and fleet renewal. On 1 September 2010, Aeroflot announced that it had plans to order a total of 126 Russian-built aircraft by 2020. The aircraft to be purchased are Irkut MS-21s, Sukhoi Superjet 100s, Antonov An-140s, and Antonov An-148s. The aircraft are to be used for fleet replacement in Aeroflot, as well as six other airlines of which Aeroflot is taking control.

Current

For most of its history, Aeroflot's fleet consisted entirely of planes built by Soviet manufacturers Antonov, Ilyushin, and Tupolev. Following the Soviet Union's dissolution and subsequent partition of the airline, Aeroflot has begun to replace its old Soviet aircraft with Western models.

As of September 2011, the Aeroflot fleet includes the following aircraft:

Aeroflot Fleet

Aircraft	In Fleet	Orders	Passengers			Notes
			B	E	Total
Airbus A319-100	15	1	20	96	116
Airbus A320-200	42	7	20	120	140
Airbus A321-200	18	8	28	142	170
Airbus A330-200	5	—	34	207	241
Airbus A330-300	7	9	34	268	302	VQ-BCQ wearing SkyTeam livery
Airbus A350-800	—	18	TBA
Airbus A350-900	—	4	TBA
Boeing 737-700	—	15	TBA			Expected EIS: 2013; to be leased from Rostechnology
Boeing 737-800	—	25	TBA
Boeing 737-900ER	—	10	TBA
Boeing 767-300ER	9	—	30	188	218
Boeing 777-200ER	—	2	TBA
Boeing 777-300ER	—	14	TBA			Expected EIS: 2012
Boeing 787-8	—	26	TBA
Ilyushin Il-96-300	6	—	22	260	282
Irkut MS-21	—	50	TBA
Sukhoi Superjet 100-95	2	38	12	75	87
Total	104	217

Cargo

Main article: Aeroflot-Cargo

According to the British newspaper The Guardian, the Aeroflot board announced on 7 May 2009 that the cargo division of the company was no longer profitable and that the company was considering its liquidation through bankruptcy. The board announced a 30% fall in freight.

Retired

Aeroflot's Tu-144 at the Museum Shinsheim, Germany.

The now retired Tupolev TU-154M at Dublin Airport. (1993)

An Aeroflot Ilyushin Il-86 at Sheremetyevo Airport. (2003)

During the Soviet era, almost all Aeroflot's airliners were built by Soviet manufacturers. During the 1940s and the early 1950s, the main aircraft was a licensed version of the Douglas DC-3. Soviet-made, modified versions of this airliner were named the PS-84 and the Lisunov Li-2. The first to be produced in the Soviet Union was completed in 1939.

Later, the Li-2 were replaced by the Ilyushin Il-12, which entered service in 1947, and the Ilyushin Il-14, which entered service in 1954. Aeroflot also operated large numbers of the Antonov An-2 STOL biplane (first flying in 1947), in passenger and cargo roles. The An-2 remained in service until the 1980s.

On 15 September 1956 Aeroflot began to operate the Tupolev Tu-104, the USSR's first jet airliner in regular service. The first passenger-carrying flight was from Moscow to Irkutsk, Russia. The first international route was Moscow–Prague, Czech Republic (then Czechoslovakia).

The Tupolev Tu-114, originally used to transport Soviet leaders, came into service in 1961 on the Moscow (Vnukovo International Airport) – Khabarovsk, Russia route. It also served international routes such as Moscow–Tokyo, Japan and Moscow–Havana (Cuba), the airline's longest non-stop route at that time.

In 1962 Aeroflot began operating the Tupolev Tu-124, the smaller version of the Tu-104, on regional routes. These were later replaced by the Tupolev Tu-134, which entered service in 1967. Upgraded versions of the Tu-134 still make up much of the Russian regional fleet today.

The first Ilyushin Il-62 long-range four-engined airliner entered service with Aeroflot in 1967, with an inaugural flight from Moscow to Montreal on 15 September.

In 1972 the first Tupolev Tu-154 began regular flights. This jet is the most popular Russian airliner, with more than 1,000 made. The latest modification, Tu-154M, is still in service. These aircraft serve most of the Russian domestic flights.

On 1 November 1977 Aeroflot started to use the Tupolev Tu-144, the world's first civil supersonic aircraft, on its regular route from Moscow (Domodedovo International Airport) to Alma-Ata (now Almaty, Kazakhstan).The flights with a range of 3,260 km were performed at an altitude of 16,000- 17,000 m and at a speed of 2,300 km/h. The capacity did not exceed 80 persons. This service was performed once a week until the end of service in June 1978 when it was suspended from passenger service. 55 flights were executed and 3,284 passengers were carried.

In 1980 the Ilyushin Il-86, the first Russian-made wide-body aeroplane, joined the fleet, reaching a total of 11. These were phased out by the end of 2006.

The first Western-made aircraft, the Airbus A310, was acquired in 1992. The company also became a Boeing customer, acquiring new Boeing 767 jets in 1994. Since then Aeroflot has also operated Boeing 737s, Airbus A320s, and the cargo version of the Douglas DC-10s.

From 1998 to 2005, Aeroflot leased two Boeing 777s, using the type on routes to the USA.

On 31 December 2007, Aeroflot retired the last Tupolev 134 after 40 years in service; the last flight serviced the Kaliningrad–Moscow route. Aeroflot was forced to withdraw these aircraft from service due to noise restrictions. Fourteen airplanes comprised the type's fleet by that time; they were offered for sale to the sister companies.

14 January 2010, Aeroflot retired the last Tupolev 154 after 40 years. The last flight was Yekaterinburg-Moscow, taking place on 31 December 2009.

Aeroflot Mainline past fleet since 1954

Aircraft	Introduced	Retired	Notes
Embraer EMB 120 Brasilia	1983	2001
Piper Navajo	1967	1984
Piper Seneca II	1971	1994	PA-34-200T Seneca II
Airbus A310	1992	2005
BAe Jetstream 41	1992	1997
Boeing 737–300	2008	2009	cargo aircraft
Boeing 737–400	1998	2004
Boeing 767–300	1994
Boeing 777	1998	2005	aircraft leased from Boeing
Cessna 210	1957	1986	CT210M
Cessna 340	1971	1984	C340A
Cessna 310	1954	1980	C310R
Cessna 441	1975
Cessna 411	1962	1968
Cessna 414	1968	1985
Commander 114	1972	1988	Commander 114TC
Embraer EMB 121 Xingu	1977	1987	EMB 121A1 Xingu II
Extra EA-500	?	?
McDonnell Douglas DC-10	1995	2009	cargo aircraft
McDonnell Douglas MD-11	2008	-	cargo aircraft
Ilyushin Il-12	1947	1970
Ilyushin Il-14	1954	?
Ilyushin Il-18	1958	?
Ilyushin Il-62	1967	2005
Ilyushin Il-76	1979	2004	cargo aircraft
Ilyushin Il-86	1980	2006
Piper PA-23	1984
Pilatus PC-12	1994
Saab 340	1983	1999
Tupolev Tu-104	1956	1979
Tupolev Tu-114	1958	1976
Tupolev Tu-124	1962	1967
Tupolev Tu-134	1967	2008	replaced Tu-124
Tupolev Tu-144	1977	1978
Tupolev Tu-154	1968	2009
Tupolev Tu-204	1990	2005
Antonov An-2	1948	?
Antonov An-10	1959	1973
Antonov An-24	1962	?
Antonov An-124	1980	2000	cargo aircraft
Yakovlev Yak-40	1966	?
Yakovlev Yak-42	1980	?

Frequent flyer program

Aeroflot Bonus logo

Aeroflot uses Aeroflot Bonus as their frequent-flyer program. It has three levels:

Aeroflot Bonus Levels

Level	Benefits	Requirements	SkyTeam Status
Regular	No benefits on Regular Level	Travelers can start their participation in Aeroflot Bonus Programme from the age of 2 (Aeroflot Junior)	–
Silver	Tier Bonus Miles – 25% of the flown distance Preferred Seating Priority Check-In Extra 10 kg baggage allowance or 1 piece on routes where piece concept systems is applicable (Only on Aeroflot regular flights) Boarding with first and business class passengers Priority reservation waitlisting	25,000 miles (40,000 km) or 25 flight segments during calendar year	Elite
Gold	Tier Bonus Miles – 50% of the flown distance Priority Check-In The opportunity "Comfort +" is given free of charge Extra 20 kg baggage allowance or 2 piece on routes where piece concept systems is applicable (Only on Aeroflot regular flights) Preferred Seating Lounge Access Invite a traveling companion to Business Class lounges Priority Airport Standby High priority waitlisting (above Silver) Boarding with first and business class passengers Priority Baggage Handling	50,000 miles (80,000 km) or 50 flight segments during calendar year	Elite Plus

Accidents and incidents

Main article: Aeroflot accidents and incidents

There are records of approximately 127 accidents involving Aeroflot aircraft and 6,875 fatalities (plus 20 people killed on the ground), making an average of 54.13 fatalities per accident since 1953. Until 1991, all civil aviation and aircraft in the Soviet Union, from the An-2 to the Il-86, (as well as some military aircraft), operated with Aeroflot's name on it. Hanoi via Moscow from Heathrow tend to be the worst affected route.

See also

• List of airports in Russia
• S7 Airlines
• Transport in Russia
• Transportation in the Soviet Union

Bibliography

• Davies, R.E.G. (1992). Aeroflot: An Airline and Its Aircraft (First ed.). Rockville, Maryland: Paladwr Press. ISBN 0962648310. {{cite book}}: |access-date= requires |url= (help)
• MacDonald, Hugh (1975). Aeroflot: Soviet air transport since 1923. Putnam. ISBN 0370001176. {{cite book}}: |access-date= requires |url= (help)

References

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External links

• Template:En icon Template:Ru icon Official website