Russian aviation has been subject to harsh restrictions for more than two years
The government allocated funds to support it. A portion of the funds were used to subsidize domestic airlines
while the remainder was used to compensate for increased fuel prices. By the beginning of March, 2022, Russia had 1,290 aircraft in operation
with 70% being foreign, largely modern Airbus and Boeing models. They were largely leased, rented with the option to purchase
Following Russia's invasion of Ukraine, lessers demanded the return of these planes
which were seized outside of Russia. Within the country, the surviving planes were basically confined
Transport Minister Vitali Soveliev stated that the government had opted to appropriate someone else's property
The planes were re-registered in the Russian registry, but even countries that did not join the sanctions are refusing
to accept them. Andrei Litvanov, an aircraft commander, an accomplished Aeroflot pilot
who retired in 2022, believes that Russian civil aviation would take decades to recover from its
current difficulties. He doubts the feasibility of the government's 70 billion-ruble initiative
which intends to construct approximately 1,000 planes in Russia by 2030. He also predicts
significant personnel issues for Aeroflot, Russia's major airline, in the near future
Speaking on the Spare's situation, he told Kodorkovsky Live Channel this month
China doesn't want to cooperate with us. They've refused to supply us with spare parts
Iran somehow finds parts for its planes but it important to understand that Iran operates old aircraft Modern planes are packed with electronics and you can just install some ancient
components on them. So comparing these two types of import substitution is simply incorrect
Andre Litvanov's arguments are especially relevant when comparing the Russian and Iranian
civil aviation situations. The average age of Iran's commercial aircraft exceeds 25 years, with many
requiring extensive maintenance. According to recent reports, Iran has resorted to purchasing
older aircraft from the Taliban, including a 29-year-old McDonnell Douglas MD-82, suggesting a failing
aviation fleet and limited choices for acquiring contemporary jets. The Iranian Civil Aviation
Organization has acknowledged the need for around 550 aircraft. However, just 180 are now operational
In contrast, Russia has a fleet of modern airplanes that are heavily integrated with innovative
electronics and systems. These planes employ sophisticated technology that cannot handle obsolete
components without considerable modifications. The technology difference between Iran and Russia is crucial since it impacts operational efficiency, safety, and overall aviation performance
Speaking about domestic aircraft, Andrei Litvanov said, as for new planes, the same goes
for the superjet. It's conditionally Russian, but 70% of it is made from imported components
Complete import substitution isn't on the horizon yet. Production is failing to meet the airline's
needs One problem leads to another and it all snowballs Aviation is not an industry where you can solve everything with a magic wand This will stretch on for a long time He further said electronics are the most complex part of an aircraft Take the engine on the superjet
They keep trying to substitute imports, but it hasn't even passed certification yet
Then comes the next problem. They substitute the engine, only to find out it costs as much as the entire plane
They started replacing components in the MC21, and it turned out to weigh six tons more
than initially planned. This means reduced range, lower altitude, and it starts becoming economically
unfeasible. And all these issues need to be solved in a comprehensive manner, not individually
Aircraft and helicopters consist of tens of thousands of parts, and it's impossible to substitute them all
at once. So how does Russia keep its planes flying? Russia is using several strategies to keep its
foreign aircraft operating. Russian airlines are increasingly relying on local maintenance, repair, and overhaul
businesses to service Western-built aircraft. For example, S-7 Technics gained experience repairing CFM-56 engines found in Airbus A320
and Boeing 737 airplanes. This change enables Russian carriers to extend the operational life of their current fleets
without relying on Western sources for spare parts. S-7 Technics has begun doing sufficient
Repairs that were previously unavailable locally, such as work on engines' hot-core components
This capacity is critical because it eliminates the need for aftermarket engine replacements
which are becoming increasingly difficult as a result of sanctions. With restricted access to spare parts from Western manufacturers
Russian airlines have turned to cannibalizing components from stopped aircraft This approach enables them to keep operating jets running by reusing parts from decommissioned aircraft
Russian airlines are also exploring non-Western buying channels. This strategy frequently incurs higher prices, yet it is vital for obtaining certain components
that cannot be obtained from traditional vendors owing to penalties. In April 2003, Aeroflot dispatched an Airbus plane
to Iran for repairs, signing a contract for continuous maintenance services. This collaboration
is essential since Iran suffers similar aviation issues and may supply maintenance services
that are no longer available through Western suppliers. Despite these efforts, ysts expect
that Russian airlines will suffer significant operating limits in the next years due to a lack
of spare parts and technical support from Western manufacturers. The viability of their existing
methods is dubious as they navigate the intricacies of international sanctions and the aging of
their foreign fleets. Andre Litvinov says, we are definitely facing problems with spare parts
We have to obtain them through third countries. People are complaining about the work environment
salaries, flight delays, and cancellations all due to a shortage of flight attendants in Aeroflot
All of this, combined with sanctions, is causing a lot of unrest among the flight crew and people
are leaving. They're moving to other airlines, seeking a better life in the CIS, abroad, wherever
they can. Do you think the Russian aviation business will deteriorate in the coming decade
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