Russian aviation. Encyclopedia of Marketing Average air fares on regional routes

Air transport, like every other mode of transport, has its own characteristics of operation, operation and provision of services. Most of these features are hidden from the public, but understanding some of them is necessary to effectively use the capabilities of aviation.

One of the areas of civil aviation is regional air transportation, which has additional specifics. These transportations are designed to meet the air transport needs of the population and enterprises of the regions directly, without the so-called large air hubs.

The concept of regional transportation in aviation is interpreted by various specialists in different ways, depending on the scope of the concept. There is a definition of regional transportation as air transportation in regional markets, regardless of the geographical or administrative division of the territories. Along with this, there is a definition of regional transportation as air transportation along routes that are not supported by effective demand and are unprofitable.

Regional air transportation with the company "ALFA-SERVICE"

Employees of our company "ALFA-SERVICE" consider regional air transportation as an opportunity to deliver goods to all regions of the country, between them and from regions to the capital. We are successfully implementing this concept in practice. This is facilitated by a deep knowledge of the air transportation market and the correct application of their knowledge.

Most Russian cities do not have permanent direct flights between them. To get by plane from one city to another, or to transport cargo, you need to fly to the "hub" airport, and from it to the airport of the destination city. Regional air transportation should provide direct communication between major cities, remote from each other at a distance of about two thousand kilometers or more. In any case, this is provided for by the state program for the development of regional air transport.

The program also provides for the development of relevant infrastructure, including the creation of new airports, the modernization of existing ones and the revival of closed ones. These airports must receive an accompanying infrastructure that can both ensure their livelihoods and their integration into the system of regions.

For airlines operating regional flights, a system of certain benefits and compensations is provided. We, as the organizers of air transportation of goods, are pleased with the support of air carriers by the state, as this allows them to form more loyal tariffs for transportation and open new routes.

In addition, some administrative districts have their own local programs for the development and support of airlines operating at the regional level. Unfortunately, in practice, all programs, both state and local, for various reasons, do not give the desired effect, ensuring stable regional air transportation, covering the country with a dense network.

For many airlines, regional transportation is still unprofitable. As a result, some companies are leaving the market, others are trying to cover their losses by participating in trunk transportation, and others are trying to find more substantial support from the authorities or other market participants. This situation affects the regularity and constancy of routes, which complicates cargo transportation.

Despite the existing difficulties, our company organizes the delivery of air cargo to all regions of our vast country. We are constantly aware of all changes in the flight data of the airlines with which we ship or plan to ship cargo and promptly respond to them. Knowing the principles of organizing regional flights of various airlines allows you to make timely changes to the routing so that the cargo reaches its destination on time.

Airlines organize regional air transportation from Moscow in two ways: a star and a ring. The first, more common, method involves alternate flights of aircraft to different cities back and forth from the home airport. The second method involves flights in a circle: from the base airport to one city, from it without returning home to the next, and so on, until returning from the last city to the home airport. Each method of organizing regional flights has its pros and cons.

From the point of view of the organizer of air cargo transportation, the star method is a priority for the delivery of goods from the base airport to the regions, but the movement of goods between regions is possible only through the base airport. In the ring, the delivery of goods between adjacent airports gets the advantage, for the rest, the situation with the star is repeated, and sometimes even more inconvenient, since the number of airports between sending and receiving is greater.

It should be noted that the majority of regional cargo flights from Moscow are carried out by passenger airliners; accordingly, the flight schedule is tied to passenger traffic. It is difficult for air cargo carriers to compete with passenger aviation at the regional level for two main reasons. Firstly, all programs for the development of regional air transport provide support specifically for the passenger sector of transportation. Secondly, passenger liners have two sources of income - from the transportation of people and goods, while air cargo carriers receive income, respectively, only from the transportation of goods. Both factors have a direct impact on the pricing of carriers. As a result, tariffs for regional air transportation of goods by passenger airliners are lower than by cargo aircraft.

The situation that has been created in the regional market is ousting air cargo carriers from it. For them, only oversized and heavy cargoes that are not subject to transportation by passenger liners remain on regional routes. The gross volume of such cargoes at the regional level is significantly inferior to the volume of standard cargoes.

For air cargo operators and agents, this situation is unsatisfactory, as it makes them dependent on passenger flights of airliners.

Our company was able to differentiate dependence on them with the help of charter flights. It is not only about organizing a charter, rather, not even so much about organizing it, because a charter flight is not a cheap pleasure and is economically justified, provided that the load is at least 75% (and sometimes all 100%) or in emergency situations. This refers to cooperation with contractors who bought out charters. For greater economic efficiency, they readily take on board passing cargo, thereby providing themselves with a part of the cost of a charter flight, and for us - additional opportunities for the delivery of goods.

Our company regularly uses regional air transportation to deliver goods to those places with which there is no direct air connection from Moscow. Initially, the cargo is delivered by trunk transportation to the base airport of the destination region. There, the goods are reloaded into aircraft of regional airlines or charter flights, and with their help arrive at their destination. Such a scheme is especially effective in regions where air transport occupies the lion's share of traffic, for example, in Yakutia. Small aircraft are indispensable there.

Statistics show that as of the beginning of 2014, small aircraft served 28,000 settlements of the Russian Federation. It is small aircraft that ensure the delivery of goods to hard-to-reach places. The minimum requirements for takeoff and landing, as well as navigation, have made small aircraft indispensable in the most remote and harsh settlements, which, like no other, need air delivery of goods.

Given the weak cargo flows between regions, it is not difficult for our employees to arrange cargo for any regional flight. But this situation also has a downside. Regional air transportation is practically deprived of the opportunity to use cargo consolidation, which, unfortunately, affects the cost of transportation. Therefore, in regions with a developed ground transport infrastructure, air transport has to rely on its two indisputable advantages: speed and safety.

In the regions of the country, where there are significant distances even between relatively large settlements, the issues of safe transportation of expensive products and equipment are always relevant. No matter how much the work of law enforcement agencies is praised, no matter how much coverage is given to the increase in the level of consciousness and culture of society, the risks of land transportation over long distances are still great.

In the context of ensuring the safety of cargo from attacks by unauthorized persons, air transport, including regional air transportation, is more reliable than all other types of transport. Our company regularly arranges expensive items, including jewelry, for transportation by air and has never received any complaints from customers.

The safety of air transportation has long been appreciated by manufacturers and sellers of luxury goods. Of course, it is possible to organize ground transportation of valuable cargo, accompanied by a specialized security company. But the degree of safety of transportation by land vehicles will still be lower than with air transportation, and the cost is much higher, because the services of security companies are not cheap. So from an economic point of view, regional air transportation of goods belonging to the premium class is quite justified.

Over the years of work in air transportation, our company has mastered the logistics schemes for the delivery of goods to all regions of Russia. Skillfully combining trunk, regional, and in some districts and local air transportation, we provide fast delivery of goods throughout the country.

When sending cargo from Domodedovo, our employees take into account which aircraft will be transported. This nuance is important when reloading is performed at an intermediate airport, since shipment from Moscow can be carried out by a cargo ship, and further regional air transportation can be carried out by a passenger ship with smaller cargo hatches. Different types of passenger airliners also have different sizes of cargo hatches. Accordingly, sometimes it makes sense (of course, if possible) to divide the cargo into several places.

For districts adjacent to the capital, many regional flights are operated directly from Domodedovo, our base airport. Accordingly, these destinations are at the complete disposal of our customers, who appreciate the speed and quality of service.

The volume of cargo turnover between Moscow and the regions is traditionally large and is characterized by a certain stability. This allows us to use cargo consolidation for Moscow regional transportation, which is rarely possible on regional routes in the rest of the country.

For large consignments or large-capacity products, we organize regional air transportation from Moscow by charter flights. Fortunately, our base airport has a wide range of air carriers and aircraft ready for charters. This facilitates the charter of the most suitable aircraft, both technically and economically.

When organizing the delivery of goods from the regions to Domodedovo, for further reloading to mainline airlines, we pay due attention to connecting flights. The cargo must arrive at the transit airport in such a way as to have time to go through all cargo operations and be on board the required flight in time. At the same time, too early arrival will cost the cargo owner a pretty penny, since storage services in the cargo terminal are quite expensive.

If you need to organize regional air transportation of any cargo, including live animals, please contact the company "ALFA-SERVICE" at the coordinates indicated on the site, and we will take care of all the hassle associated with this.

"Airline" 5th ocean "

,

st. Gracious235.

TIN3012040914

"Airline 5th Ocean"

The head of the organization.

1. Amount - 600 m.r.
2. Term - 36-60 months.
3. It is possible to secure a loan in the amount of up to 10 billion rubles. Bank guarantee, Purposes of the loan:

• oil and gas production on Sakhalin, in a certain area.
  The company owns a license for the production of hydrocarbons, the site has been registered, geological exploration of the reserves has been carried out, all field and exploration work has been carried out, the reserves are known, sales have been established, logistics, respectively, etc.
  Investments in the project - 8.5 billion rubles, interest payment is comfortable from the 7th month after the start of preparatory work, full repayment of the loan - approximately 36 months from the start of production. Repayment of the loan body from the 13th month;
• "Regional passenger air transportation" - 1.5 billion rubles;
• There is a feasibility study for all projects.

Sincerely,

"Airline" 5th ocean "

308501. Belgorod region, pos. Oak,

st. Gracious235.

TIN3012040914

"Airline 5th Ocean"

308501. Settle Dubovoe, Blagodatnaya st, 235. Belgorod reg

Brief description of the project

For regional air transportation, aircraft with a dimension of 50-70 seats are most popular for connecting cities with a population of more than 200 thousand people among themselves and with regional centers on routes from 300 to 3000 km, on which air (AC) with a larger passenger capacity are redundant. The use of aircraft of the Brazilian production E-145LR (50 seats, speed 830 km / h, 2800 range with a full load) and E-170 (78 kr, 860 km / h, 3900-4200 range depending on the modification) is supposed to be used. The domestic aircraft closest to the E-145LR in terms of passenger capacity is IL-114. Due to the low cruising speed (500 km / h, E145-830 km / h), it is most advisable to use on lines up to 1000 km. Serial production is planned at the end of 2019. An analogue of foreign production - SRJ100 / 200 (Canada), is inferior to E145 in terms of economy, maintenance costs and passenger comfort, since it was originally designed as a business jet. There is no analogue of E-170 on the Russian market. 17 aircraft of this type are under operating lease from S-7 airline. The segment of the passenger air transportation market in the dimension of 50-70 seats is currently attractive as a result of the following factors:

• relatively small initial capital investments;
• low risks of seat occupancy;
• lack of significant competition;
• low dependence on seasonality;
• low operating costs;
• availability of state support in the form of subsidies;
• no state duty for aircraft up to 50 kr. inclusive;
• high mobility in the operational management of the number of aircraft fleet based on market needs;
• a wide range of aircraft use along the length of routes - from 300 to 2800 km for the E-145 and up to 4000 km for the E-170;
• a high and stable percentage of growth in regional passenger air transportation, outperforming mainline transportation by 17% per year;
• a lower impact of negative factors affecting passenger traffic (primarily affecting aircraft with a large passenger capacity);
• encouraging attitude of State regulators towards regional carriers;
• The State Program for the Implementation of the Decree of the President of the Russian Federation dated May 7, 2018 No. 204 “On National Goals and Strategic Objectives for the Development of the Russian Federation for the period up to 2024” in terms of the development of regional passenger air transportation and an increase in their share in the domestic market up to 50%.

Given the above, it is planned to create a regional airline based on the lease (with the right to buy within 84 months) of 15 E145LR and 5 E-170 aircraft

There is a route grid - the central, southern districts of the Russian Federation, Crimea, MSC.

Pyaty Ocean Airlines LLC is organized on the basis of the structure of the Center-South airline, Belgorod, which specialized in regional passenger air transportation from 1992 to 2016. There are management staff. There are flight personnel, engineering and technical personnel (LS, ITS) for retraining to the E-145LR type. There is a business plan and an independent market research of the market segment for aircraft with a capacity of 50-78 seats. Certification of the enterprise as an airline within 4 months. There is a preliminary consent of the leadership of the Federal Air Transport Agency.

Administrative group:

• Khamnagadaev Aleksey Iosifovich - founder and General Director (since 1992) of the Center-South airline, Belgorod. Education: Sasovo Flight School, (OLA GA) Order of Lenin Academy of Civil Aviation;
• Shornikov Igor Borisovich - one of the organizers of the airline "Crimea-Avia", State Duma. Education: Moscow Institute of Civil Aviation Engineers, Higher School of Aviation Business.
• Morozov Marat Vladimirovich - Honored Pilot of Russia, organizer and CEO of a number of airlines, worked in senior positions in aviation authorities, last position - CEO of Aviastars. Education flight school, OLA GA.
• Prokopenko Vladimir Vasilievich - (VVAUL), Krasndar Higher Military Aviation School for Pilots, reserve kennel, OLA GA. After being transferred to the reserve, he worked in the Ministry of Civil Aviation, the Department of Air Transport, the Federal Aviation Service, the State Duma of Atlant-Soyuz Airlines, Continent.
• Slezkin Roman Viktorovich - was the organizer of a number of airlines. He served as the State Duma and Deputy State Duma. Education - Aktobe Higher Flight School of Civil Aviation.

Financing.

The total budget for leasing and development of 7 E-145LR aircraft is 600 million rubles.

Minimum profit when calculating the ticket price based on the prevailing average market price of 1 seat/flight hour 4900 rb. and the minimum occupancy of 40 seats is 31 300 rb./hour. Monthly flight time for 7 aircraft: 150 hours/month x 7 aircraft = 1050 hours. Monthly profit:

1050 hour x 31 300 rb = 32 865000 rb per month. Break even point: 600 m.p.: 34.545 m.p. = 18 months

1. Expenses (financial lease of 7 aircraft E145LR):

• Comprehensive insurance (hull insurance, crew, 3rd persons, bag, mail) 7 BC _ 15 min. rb.;
• Preparation aircraft for operation In the Russian Federation (3.5 m. Rb. X 7 VS) _24.5 m;
• Registration in Bermuda ($55 t. X 7 X 70)_27 m;
• Inspection, acceptance of the aircraft ("Nordtechnik" 0.5 m.rb X 7)_3.5 m;
• Deposit for aircraft leasing ($150 t. X 7 X 70) _73.5 m;
• Retraining of drugs, ITS ($60 t. X 7 X 2.5 g. X 70)_7.53 m;
• Customs clearance (1 m.rb. X 7)_ _7 m;
• Distillation of aircraft ($20 t. X 7 X 70) _9.8 m;
• Aircraft painting ($25 t.X 7 X 70)_12.5 m;
• Purchase of kerosene (100 t. X 35 t. Rb. X 7) _ 24.5 m;
• Deposit at airports (70 flights X 7 X 35 thousand rubles) _17 m.

Total_290 m.

Additional costs - organization of linear maintenance stations, equipment and tools for maintenance, warehouses for storing spare parts. parts, certification of the enterprise as an airline, etc.) - 10 m.

total amount 300 million rubles

Operating expenses (one aircraft):

Leasing BC ($40 tons X 70) per month _ 2.8 m rb./month;

Reserves for cap. repair (glider, engine, APU, landing gear, units of limited resources) ($450/hour x 70) one aircraft per flight hour _ 27 thousand/hour;

Warranty maintenance ($200/hour x 70) _ 14 tons/hour;

Current maintenance ($50/hour X 70)_ 3.5 t/hour;

Crew payment, ITS)_ 14 tons;

Payment for the instructor for the introduction of drugs ($ 85 / hour x 70) _ 6 t.

Maintaining the life of the airline (hour)_ 10 t.

Total per hour, excluding lease payments: 74,500 rubles.

The cost of a flight hour with a monthly flight time of 150 hours / one aircraft: 74.5 t. 93.2 t/l.h

Kerosene _ 48 tons/hour;

Airports, air navigation charges (ANS)_ 22.5 t./hour.

TOTAL, total cost per flight hour: 93.2 + 48 + 22.5 = 163.7 t. rb./hour.

Flight hour price 195000 rb/hour. Chair price (50 kr.) 3.9 t./hour,

40 cr. – 4.9 tons/hour.

Profit per month for 7 BC with 150 flight hours (occupancy 40 kr.)

x 150 hour = 4.7 million / month X 7BC = 32.9 million/month;

The monthly flight time for one aircraft is calculated taking into account the reservation of flights.

Taxes:

• Social - payroll in the business plan;
• VAT - 10%;
• Income tax - 20%, of which 3% to the federal budget, 17% to the regional. For investors (more than 450 million rubles) in the Belgorod region, a privilege is provided - 0% income tax to the regional budget.

Risks

Operational:

• Possible malfunctions of the aircraft are compensated by an agreement for warranty maintenance on the airframe and engines with manufacturers. Deductions from the flight hour are indicated in the calculations. In case of failure of units and elements of the airframe - replacement within 36 hours. Engine - 48 hours. During the replacement, a reserve aircraft is used. The monthly flight time and the route grid are built taking into account the reservation in accordance with the requirements of the Federal Air Transport Agency.
• The accommodation of passengers in case of delays due to weather conditions is insignificant from operating practice (no more than 0.5%) - it is compensated from the reserve fund (CL) and accumulative fund - the airline.
• Damage (loss) of the aircraft - compensated by the insurance coverage.
• The risk of possible suspension of the airline's activities in the event of an incident or accident:
  - the E-145 aircraft will be operated by two airlines: AK Helix and AK 5th Ocean on a joint route grid;
  - Helix Airlines has been operating flights since 1994, operating up to 15 1st class aircraft without any comments from regulatory authorities;
  - Center-South Airlines, on the basis of whose structure AK 5th Ocean was created, operated flights from 1991 to 2016, operated up to 12 TU-134 aircraft, 3 SSJ-100 aircraft, comments from there were no side regulators in the field of GA;
  - in the event of a possible suspension of the air operator certificate of one of the companies, the aircraft are transferred to the air operator certificate of another airline, which continues to provide flights.

Financial

• The increase in the price of fuel and lubricants is offset by bulk purchases.
• Airport service - regulated by the state, air carriers are notified in advance, compensated by the price of air tickets.
• Competition - the route grid is built in directions where there are no other air carriers.
• Availability of loading on flight routes.

Based on the analysis of annual and monthly statistics of tickets sold from city to city with a transfer at an intermediate airport passenger flows are selected for opening direct message with the intensity of passenger traffic from 150 to 250 people per week and the organization of 3 to 5 flights per week. Less than 3 flights is impractical, based on the convenience of passengers, more than 5 flights, respectively, the passenger flow is more than 250 people - there is a risk of carriers operating aircraft with a large passenger capacity after rolling out flights on aircraft with a capacity of 50 seats. Thus, the route grid is built in directions with a guaranteed passenger flow from 150 to 250 people per week and the absence of direct communication on these directions, which makes it possible to confidently count on seat occupancy of at least 80% (40 kr.). Base rates are also determined on the basis of an average load of 40 seats / direction, taking into account minimum profit 25000 rb/l.h.

• An additional segment of the market with no dependence on passenger traffic (guaranteed payment for the flight) is charter air transportation. The current price of ACMI in this market is at least 150,000 rubles. When selling E145 at a price of 135,000 rubles. the profit will be at least 35 t/l.h. There are preliminary requests from leading charter operators (Appendix No. 3 in the BP), on the basis of which you can count on 300-400 hours of monthly flight time, at which the profit will be:

350 l.h. X 35 tons. \u003d 12.25 million / month X 12 \u003d 147 million per year.

• Seasonality of loading - on aircraft with a passenger capacity of 50 kr. has little effect. It is compensated when calculating the average annual seat occupancy and monthly flight hours.
• Other possible risks are compensated from the reserve (CL) and the airline's savings fund;
• For more efficient implementation of the project, it is planned to purchase an operating airline.

The implementation of this will lead to the creation of 400 or more highly qualified and highly paid jobs (see staffing and payroll in the BP). The air transport infrastructure will be more balanced and air transportation for passengers will become more comfortable and affordable, which is an additional factor in accelerating the development of the economy of the regions and the Russian Federation as a whole

Sincerely,

General Director Khamnagadaev Alexey Iosifovich.

Executive director Slezkin Roman Viktorovich.

T: +7929 526-3134; e- mail: [email protected] bk. en

additional information

"Airline" 5th ocean "

308501. Belgorod region, pos. Oak,

st. Gracious235.

TIN3012040914

"Airline 5th Ocean"

308501. Settle Dubovoe, Blagodatnaya st, 235. Belgorod reg

The head of the organization.

Please consider funding:

1. Amount - 600 m.r.
2. Term - 36-60 months.
3. The purpose of the loan is the purchase and development of an operating airline (since 1994) in the field of regional air transportation on medium-haul aircraft (AC) Embraer 145 (made in Brazil, 50 seats, 2850 km, range, 830 km/h).
4. The purpose of the development program is to optimize the route network of the Russian Federation on the basis of medium-haul aircraft of small passenger capacity; provision of low-intensity passenger traffic by direct flights.
5. The present activity is passenger and cargo transportation by MI-2 and MI-8T helicopters.
6. Average annual revenue - 750 m.r.
7. Pledged property - the assessment was carried out in August 17 by an independent appraisal company. Estimated amount 360 m.r.
8. Business plan, independent market research, staffing, route grid, etc. There is.

Sincerely,

General Director Khamnagadaev Alexey Iosifovich,

Executive director Slezkin Roman Viktorovich.

Market Analytics

LLC "AIRLINE" FIFTH OCEAN "

LLC SCIENTIFIC AND CONSULTING CENTER "AEROPROGRESS"

(LLC NCC AEROPROGRESS)

REPORT"MARKETING RESEARCH OF THE MARKET OF REGIONAL AIR TRANSPORTATION OF THE RUSSIAN FEDERATION ON AIRCRAFT WITH A CAPACITY OF 40-85 SEATS"

CEO

LLC "Airline" Fifth Ocean "A.I. Khamnagadayev

CEO

OOO NCC Aeroprogress

doc. economy sciences, professorA.A. Fridlyand

MARKETING RESEARCH OF THE MARKET OF REGIONAL AIR TRANSPORTATION OF THE RUSSIAN FEDERATION ON AIRCRAFT WITH A CAPACITY OF 40-85 SEATS

This marketing study of the regional air transportation market in the Russian Federation (RF) was carried out for the use of aircraft (AC) with a capacity of 40-85 seats (regional aircraft with a small capacity of 40-60 seats and an average of 60-85 seats). It contains information on the development trends of the regional air transportation market and the fleet of regional aircraft serving this market. The information is intended for use in determining the strategy for the development of the aviation business and the formation of the aircraft fleet by the owners and management of the created or reorganized regional Russian airlines.

Aviation mobility of the population is directly related to the level of income of the population and business activity in the country, which in turn depends on the state of the country's economy. GDP growth by 1% ensures the growth of the total passenger traffic by an average of 2.5-3%. In the nineties, there was a collapse of the state's production sector, especially affecting cities with a small population (less than 500 thousand), which led to a sharp decrease in the demand for regional air travel. GDP growth in the 2000s led to the development of low-intensity passenger flows (150-300 people per week) not provided with direct flights. Use of aircraft with large passenger capacity (from 150 seats). in such directions it is impractical, because 1-2 flights a week are not always convenient for passengers and the planes will fly with a large underload, and some passengers will get to their final destination with a transfer. The use of aircraft with small passenger capacity is more in line with the needs of the regional market.

On fig. 1 – 2 shows the long-term dynamics of air transportation in the Russian Federation. In the early 90s, during the crisis of 2008-2009, as well as in the period 2014-2016. there was a decline in air travel. However, since October 2016 (Fig. 3), the air transport market of the Russian Federation has been experiencing stable recovery growth. It continues despite the high inflationary growth in costs in 2014-2016, the intensive reduction in real incomes of the population in 2014-2017. and insignificant rates of positive changes in the state of the Russian economy. Russian civil aviation (CA) is now showing impressive growth in air traffic (about +20% on average, in pas/km for October 2016 – November 2017). The international airlines (IR) segment has almost recovered a major failure in the period from 2015 to 2016 - growth for 11 months of 2017 averaged + 31% ... Over the same period, the growth of domestic air routes (IR) showed + 11% , with an average growth rate of world civil aviation of about 5% per year.

In accordance with the long-term forecast of the Federal State Unitary Enterprise GosNII GA for the air transport market of the Russian Federation, by 2035, the passenger turnover of Russian airlines can grow by 2.2-2.9 times compared to 2016, and cargo turnover - by 2.4-3.3 times. In general, a slowdown in the growth rate of passenger turnover is predicted further, which will be due to the moderate pace of development of the Russian economy. Average growth rate of passenger turnover in 2018-2035 will be about 5-7% per year.

On fig. Figures 4-6 present information on passenger flows served by Russian airlines in the segment of regional transportation on aircraft with a capacity of 40-85 seats. From the presented data, it can be seen that the specified market segment covers, mainly, VVL. The number of passengers carried on the regional segment of the domestic air route was 4 million passengers in 2011 and 3.8 million passengers in 2016. (The decline was largely predetermined by the decommissioning of obsolete inefficient types of aircraft and the low rate of their replacement with modern aircraft). With an increase in the volume of regional passenger traffic, the share of traffic on regional aircraft. decreased in 2011-2016 from 12.2% to 6.9% due to the reduction in the fleet of AN-24/26 and TU-134 aircraft.

As international experience shows, a developed air transport market requires certain proportions in terms of the number of operated fleet of mainline and regional aircraft as 1 to 3. In the Russian Federation, this ratio is reversed, with the dominance of mainline aircraft in the overall structure of the operated fleet of civil aviation. Provided that the GDP growth of the Russian Federation continues, it is possible to predict the elimination of these disproportions, which will be accompanied by an increase in direct flights between the centers of the regions. Demand will be met by foreign-made aircraft with a capacity of 40-85 seats, since there are no production and plans to create domestic analogues. The domestically produced aircraft IL-114, the serial production of which is planned for 2023, is not able to compete significantly with the E-145/170 in terms of low speed (500 km/h) and short flight range (1000 km). The use of this type of aircraft will mainly be concentrated in the northern regions when flying on poorly prepared and limited in size runways (runways).

To determine the current trends in the considered segment of the Russian air transportation market, an analysis of the fleet of regional aircraft of the Civil Aviation of the Russian Federation by years was carried out. The fleet of regional aircraft of Russian airlines was divided into 2 groups according to the capacity of 40-60 seats and 60-85 seats. In each of the groups, the most efficient types of aircraft with intensive flight hours in the airlines of the Russian Federation (more than 100 hours per month per 1 average listed aircraft) were identified. The composition of the aircraft fleet in the considered segment is shown in Table 1. The dynamics of the number of regional aircraft fleet with a capacity of 40-85 passengers by groups is shown in fig. 7. According to the presented data, it can be seen that with a reduction in the total number of the aircraft fleet under consideration, the share of aircraft providing intensive operation is growing. Aircraft with low flying time primarily include obsolete aircraft manufactured by the former USSR (Tu-134, An-24, An-26), the first of which has practically been taken out of commercial service, and the An-24/26 will be taken out within 5 years .

Similar trends can be seen from the graphs of the dynamics of flying hours on regional aircraft (Fig. 8), the structure of sorties (Fig. 9). At the same time, a significant volume of traffic in this segment continues to be carried out on outdated and inefficient types of An-24/26 aircraft. The structure of passenger turnover and passenger traffic on aircraft with a capacity of 40-85 passengers by groups is shown in fig. 10-13.

Rates of growth/decrease in the passenger turnover of the civil aviation of Russia, monthly, 2015-2016 – November 2017, international flights + domestic flights, in %

The structure of the fleet of regional aircraft with a capacity of 40-85 passengers. by groups

Table 1

Aircraft group with a capacity of 40-60 seats

Aircraft group with a capacity of 60-85 seats

Aircraft type

Capacity, pass.

Aircraft type

Capacity, pass.

*- types of aircraft with intensive flight time (more than 100 hours/month per 1 average aircraft)

In general, the rearmament of the Russian fleet of regional aircraft for 40-85 seats is proceeding at a slow pace. At the same time, obsolete equipment is decommissioned more actively than modern aircraft are put into operation, which leads to a shortage of 40-85 seats in the air transportation market for regional aircraft. In connection with the expected decommissioning of the main part of the fleet of obsolete types of aircraft in the coming years (taking into account their service life), it can be predicted that in 2018-2023. the considered segment of the market will face an acute shortage of modern regional aircraft.

Taking into account the above factors and forecasting the growth in demand for regional transportation, the total market demand for modern aircraft with a capacity of 40-85 seats is estimated at up to 200 units for the next 5-10 years, depending on the growth rate of the country's economy. At the same time, in the next 5 years, in the absence of modern Russian developments in this aircraft manufacturing sector, deliveries of modern foreign aircraft will dominate in the considered segment of regional transportation.

Comparison of the operational characteristics of various types of regional aircraft used by Russian airlines, industry experts believe that aircraft manufactured by Embraer, Brazil (E-145, E-170) best meet the modern requirements of the considered segment of the aviation market. Compared to its counterpart CRJ-200 (50 seats) manufactured by Bombardier, Canada, the E-145LR compares favorably with the following:

• A more successful layout of the cabin - the seats are located 1 + 2;
• Larger volume of luggage compartments;
• Lower fuel consumption (1 t/h vs. 1.2 t/h CRJ200);
• The E-145 was originally designed as a passenger aircraft, unlike the CRJ200 - as a business jet. In this regard, the planned raid on the E145 was constructively determined from 300 hours per month, while the CRJ-200 was up to 150 hours. With a higher intensity of flights, the number of failures in the CRJ-200 aircraft increases, which leads to downtime, a decrease in the regularity and an increase in the cost of both maintenance and the cost of a flight hour and air travel in general. There is no analogue of E170 in Russia.

The disadvantages of Embraer include the still much less developed airworthiness maintenance infrastructure (PLG) of the aircraft.

It is important to note that the Embraer Corporation is very interested in promoting its products to the Russian market and is ready to provide maximum assistance in establishing the necessary infrastructure. The minimization of E-145 operating costs will be most noticeable after the commissioning of a fleet of more than 10 aircraft, which will also allow the formation of a more flexible route network. When arranging flights to better match passenger traffic, in addition to the E-145 fleet, it is advisable to include in the service the E-170 aircraft route network with a capacity of 72-88 seats.

The economic efficient operation of foreign aviation equipment is achieved only in combination with measures to intensify its use in order to achieve at least 100 flight hours per month.

Ensuring loading in order to achieve high performance in terms of flight time can be implemented:

1. On regular VVL, connecting regional centers with each other, where the ratio of price / travel time will be more profitable than alternative modes of transport;
2. On subsidized VVL;
3. For non-scheduled flights:

Rotational transportation, under long-term contracts with large manufacturing and mining companies: transportation of employees to production sites, on vacation, etc.;

Charter transportation in the interests of travel companies;

Flights under the program "Children of the North" - year-round transportation of children from the northern regions to places of sanatorium treatment and recreation;

Transportation of sports teams, other group flights on the basis of long-term contracts with leading charter operators in Russia.

Taking into account the main strategic directions of development for the regional airline, as well as the parameters of overhead lines (OL), for their effective service on selected types of aircraft, the planned route network of Pyaty Ocean Airlines LLC was analyzed.

The forecast route network was determined taking into account the analysis of statistics and data from booking systems on passenger traffic on regional overhead lines, the strategic interests of the airline and proposals from potential partners interested in opening direct flights to a number of destinations.

The list of flight directions of the forecast route network is given in Table 2.

Criteria for selecting flight directions for the formation of the airline's route network:

Availability of passenger traffic on overhead lines for opening flights on aircraft with a capacity of 50 seats with a frequency of at least 3 flights per week, taking into account the analysis of data from MIDT (Marketing Information Data Tapes) statistical blocks and automated systems for the sale and booking of transportation (Sirena-3, Transport Clearing House -TKP, Gabriel, Amadeus);

Distance between cities corresponding to the characteristics of E-145/170;

The population of cities and the level of average wages;

Offers of airline partners for flights (flight programs).

At the same time, it should be noted that, according to the experience of organizing flights on overhead lines with the absence of direct flights, the growth in passenger traffic after the opening of flights is 20-25%.

This study presents only the planned directions of flights of the route network by the time the airline's operations began. In the future, the route network will be expanded, including through access to international overhead lines.

An analysis of the proposed route network allows us to conclude that there is a guaranteed load of at least 75% (38 passengers for E-145 aircraft and 59 passengers for E-170 aircraft) with the potential for an increase in seat occupancy after flights are rolled out.

Next, an analysis was made of the activities of Russian airlines in the market of regional air transportation on aircraft with a capacity of 40-85 passengers. In the considered segment of the air transport market of the Russian Federation, there are three airlines that have experience in the effective use of a fleet of 50-seat aircraft:

1. RusLine (on CRJ-100/200 aircraft);
2. UVT-Aero (on CRJ-200 aircraft);
3. Komiaviatrans (on aircraft E-145).

Comparison of the aircraft fleet of the same dimension of airlines in terms of number is shown in fig. 14.

Comparison of the efficiency of operation of the available aircraft fleet of airlines (flying hours per 1 average aircraft per month) is shown in Fig. 15. Komiaviatrans (more than 150 hours/month on E-145) and UVT-Aero (more than 170 hours/month on CRJ-200) have achieved the highest rates of flight intensity for an average listed aircraft. It is these indicators that should be considered as guidelines when planning the use of a promising fleet of regional aircraft.

The following is an analysis of typical destinations for the three analyzed airlines, the calculation of the average fare per 1 pass-km is made. Of the route networks of airlines, 7-10 typical directions for an air carrier were selected, connecting Russian regional cities.

In table. 3 - 5 shows information characterizing the pricing policy of the considered airlines on their typical regional air transportation routes, from which it is possible to determine the weighted average income rate of airlines on the considered regional aircraft, which is 6.87 rubles / pass-km. in view of VAT. It should be noted that some of the routes are subsidized by the Federal and Regional authorities (marked with "*")

At the initial stage of rolling out routes, it is advisable to limit the average revenue rate in the formation of tariffs somewhat lower than the average market value - at the level of tariffs offered by UVT-Aero.

List of promising flight directions of the route network for the use of modern regional aircraft

table 2

Departure city

Arrival city

Population in 2017 (thousand people)

Transportation of passengers on overhead lines in 2016 (there + back), pass.

Distance between cities along great circle, km

Flights of other airlines on overhead lines as of January-February 2018

Aircraft (aircraft type)

From Belgorod

Belgorod

Belgorod

Belgorod

Nizhnevartovsk

Belgorod

Chelyabinsk

Belgorod

Belgorod

Ekaterinburg

Belgorod

Murmansk

Belgorod

Belgorod

Kaliningrad

Belgorod

Saint Petersburg

Rusline (CRJ-200)

Chelyabinsk (industrial point)

Noyabrsk

Ufa (industrial point)

N. Urengoy

UTair (B-735), Yamal (CRJ-200)

Yekaterinburg (industrial point)

N. Urengoy

Yamal (CRJ-200), Rusline (CRJ-200)

Yekaterinburg (industrial point)

Novosibirsk

Yakutia (B-738), S7 (E-170), UA (A-320), Yamal (SSJ-100/CRJ-200), Pobeda (B-738)

Belgorod

tourist destination

Belgorod

N. Urengoy

Belgorod

Norilsk

Belgorod

Noyabrsk

Belgorod

Simferopol

tourist destination

Nordwind (B-738) - in summer

From Samara

Novosibirsk

S7 (E-170) - from June 2018

New Urengoy

Kaliningrad

Murmansk

Nizhnevartovsk

UVT-Aero (CRJ-200)

Salekhard

Naryan-Mar

Khanty-Mansiysk

Arkhangelsk

Sykvtykvkar

UVT-Aero (CRJ-200), in summer - Komiaviatrans (E-145)

Chelyabinsk

Ekaterinburg

Rusline (CRJ-200)

UVT-Aero (CRJ-200)

UTair (B-735)

From Gelendzhik

Gelendzhik

tourist destination

Chelyabinsk

Gelendzhik

tourist destination

Gelendzhik

tourist destination

Gelendzhik

tourist destination

Gelendzhik

tourist destination

Saint Petersburg

Gelendzhik

tourist destination

Volgograd

Gelendzhik

tourist destination

Arkhangelsk

Gelendzhik

tourist destination

Astrakhan

From Astrakhan

Astrakhan

Saint Petersburg

Astrakhan

tourist destination

Astrakhan

Krasnodar

Astrakhan

Astrakhan

From Nizhny Novgorod

Nizhny Novgorod

Ufa (industrial point)

Ekaterinburg

Rusline (CRJ-200)

Yekaterinburg (industrial point)

Beloyarsky

Yekaterinburg (industrial point)

Yamal (CRJ-200)

Ufa (industrial point)

Nizhnevartovsk

Nizhnevartovsk (industrial point)

UVT Aero (CRJ-200) - 1 flight per month

Ufa (industrial point)

Krasnoyarsk

Krasnoyarsk (industrial point)

Polar

Northstar (ATR-42-500)

Nizhny Novgorod

Murmansk

Nizhny Novgorod

Krasnodar

Nizhny Novgorod

Mineral water

Saravia (An-148)

Nizhny Novgorod

Norilsk

Nizhny Novgorod

Novosibirsk

Novosibirsk (industrial point)

S7 (B-738), IrAero (CRJ-200), Angara (An-148)

Irkutsk (industrial point)

Blagoveshchensk

IrAero (CRJ-200)

Nizhny Novgorod

Ekaterinburg

Charter flights (operated during the summer period)

Ekaterinburg

tourist destination

UA (A320), Pobeda (B-738)

Ekaterinburg

Simferopol

tourist destination

Saint Petersburg

tourist destination

Russia (А319/А320), RW (А320) - year-round, UA - in summer

Saint Petersburg

Simferopol

tourist destination

Russia (А319/А320), RW (А320) - year-round, Nordwind and UA - in summer

Simferopol

tourist destination

Petrozavodsk

Simferopol

tourist destination

Arkhangelsk

Nordavia (B-735) - from June 2018

Simferopol

tourist destination

Murmansk

Nordavia (B-735) - from June 2019

Simferopol

tourist destination

Belgorod

Nordwind (B-738) - since June

Simferopol

tourist destination

UA (A320), Nordwind (A321) and RW (Tu-204) - in summer

Simferopol

tourist destination

UVT - Aero (CRJ-200), Yamal (A-320) - in summer

Simferopol

tourist destination

Cheboksary

Saravia (E-190), Nordwind (B-738) - both in summer

Standard directions of flights a/k RusLine

Table 3

No. p / p

Routes

Ticket price, rub.

PCM price, rub.

Yekaterinburg - Novy Urengoy

Samara - Yekaterinburg

Belgorod - Saint Petersburg

Ekaterinburg – Lipetsk *

Ekaterinburg – Ufa

Saint Petersburg – Ivanovo

St. Petersburg – Lipetsk*

St. Petersburg – Voronezh

144 (taking into account the capacity of the aircraft, the average frequency of flights on the above routes is 2, 9)

8, 2 (excluding VAT - 7, 46)

Typical directions of flights a/k Komiaviatrans

Table 4

No. p / p

Routes

Distance between cities, km

Ticket price, rub.

Number of seats offered per week

PCM price, rub.

Syktyvkar - Usinsk

Syktyvkar – Vorkuta*

Syktyvkar - Naryan-Mar*

St. Petersburg – Usinsk*

Usinsk – Tyumen*

Syktyvkar - Ufa

Naryan-Mar – Kirov*

Route Group Average

86 (taking into account the capacity of the aircraft, the average frequency of flights on the given routes is 1, 7)

6, 7 (excluding VAT - 6, 09)

Typical directions of flights a/k UVT-Aero

Table 5

No. p / p

Routes

Distance between cities, km

Ticket price, rub.

Number of seats offered per week

PCM price, rub.

Samara - Nizhnevartovsk

Samara - Syktyvkar

Samara - Perm

Simferopol – Surgut*

Kazan – Noyabrsk*

Kazan - Novy Urengoy*

Novy Urengoy – Kaliningrad*

Kazan – Noyabrsk*

Kazan – Usinsk*

Simferopol – Kazan*

Route Group Average

100 (taking into account the capacity of the aircraft, the average frequency of flights on the given routes is 2, 0)

5, 7 (excluding VAT - 5, 18)

In calculating the average price of 1 passenger kilometer (PKM) for the routes of the airlines presented, State subsidies are taken into account, which make up to 50% of the price of air tickets, without taking into account which the average price of PKM will be 30% higher. The planned price of a block hour (all inclusive) for the formation of air fares for LLC "Aircompany" 5th Ocean ": 190,000 rubles. for E145 and 300,000 for E170, including VAT, which is:

• E145 - 190 tons: 800 km / h: 40 seats = 5.94 rb. PCM;
• E170 - 300 tons: 850 km / h: 62 cr = 5.69 rb. PCM.

The PKM calculation does not take into account government subsidies.

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Regional air transportation is a set of routes connecting the cities of the region (for example, the Far East) directly, without flights passing through the regional center (in the case of the Far East, this center is Khabarovsk, for some flights - Vladivostok). Regional flights are most often carried out by small airlines, for which the air transportation of passengers and cargo between the cities of the region is a core activity (an example of such a company is Chukotavia, which is a monopoly in the field of air delivery of passengers and cargo between the cities of Chukotka). Regional air transportation is sometimes carried out by large companies, however, due to low demand, such flights are often unprofitable, and sometimes they are subsidized from regional budgets.

The need for regional air transportation.

Regional transportation of passengers and cargo for many regions of Russia is not only the fastest way to travel between cities, but often the most convenient or the only one. Such a situation with regional flights has developed in the north of the country, where transportation by land is complicated by weather conditions or the lack of a roadway, the quality of which would allow the fastest way to supply cities with the necessary materials - food, medicine, household goods and industrial equipment.

A similar situation with regional scheduled air transportation has developed in the Far East - due to the remoteness of cities from each other and the complexity of ground transportation, local airlines operating regional flights have the support of regional governments. Even small cities of the Far East of Russia have airfields equipped to the highest standard, capable of receiving all modern types of vehicles (airplanes and helicopters) so that the necessary cargo can be delivered as quickly as possible by a regional flight.

Many transport companies therefore consider regional transportation not just as part of their business, but as an opportunity to organize regular direct connections between small cities in the country. Such a regional route network greatly facilitates freight traffic, makes it cheaper and more accessible for owners of cargo and shipments.

Regional air transportation is the transportation of passengers and cargo to cities, the distance between which exceeds 2 thousand km. The need for regional air communications is also recognized at the state level - in Russia there is a program for the development of regional transport, which provides for both benefits and compensation to airlines, as well as the modernization or revitalization of the transportation infrastructure.

Regional air transportation is a problem.

Despite the need for the existence and maintenance of a regional route network, the most profitable flights remain international (from Russian cities to other countries, as well as return routes) and trunk (between major cities, for example, between Moscow and Novosibirsk, between St. Petersburg and Vladivostok). Regional flights are the most unprofitable.

Regional transportation by air and helicopter is not in such demand as international or other long-distance transportation - the fault here is both competition (from other modes of transport - road or rail), and the peculiarities of business processes of regional companies.

A regional flight, unlike a mainline one, requires a small aircraft, therefore, regional companies earn less per flight than their "federal" and international competitors. The lower income, however, does not preclude higher costs for maintaining the proper condition of the board or purchasing new vehicles. It is also easier for large companies to attract leading market specialists due to higher salaries (here the regional carrier also loses the competition).

They are superimposed on the situation of competition and the companies' own problems. According to industry experts, regional companies often do not have a development strategy, programs for the modernization of service and fleet. For these reasons, regular regional transportation is often replaced by a charter one.

Regional air transportation - directions.

Despite the current crisis in the industry, regional communication exists in many regions of Russia. Flights of regional companies carry out air transportation in many directions both within the region and to neighboring regions.

On the Aeropoisk website you can find the optimal speed and cost options for regional regular or charter air transportation of your cargo to the city of Russia or other countries of the world that you need.

The Federation Council approved a law that indefinitely resets the VAT rate for domestic air carriers operating flights bypassing Moscow, Parliamentary Newspaper reported.

Changes are made to articles 164 and 165 of the second part of the Tax Code.

Currently, domestic air transportation of passengers and baggage is subject to VAT at a rate of 10%, except for international air transportation services, air transportation services for passengers and baggage, if the destination or departure point is in the territory of Crimea, Sevastopol, the Kaliningrad Region or the Far Eastern Federal District (FEFD) . For them, the preferential regime extends until January 1, 2025.

The new law also establishes a list of documents confirming the validity of the application of the interest-free VAT rate by air carriers.

According to the calculations of the Ministry of Finance, the application of a zero VAT rate for regional routes bypassing Moscow will bring airlines about 15 billion rubles a year.

The Ministry of Transport expects the share of regional flights to grow to 39% in 2019.

The government instructed Sberbank and VTB to create an airline for regional transportation, the Vedomosti newspaper said. The airline will not be established until 2019.

The instruction was given at the beginning of the year, now a business plan is being created, the shape of the future airline and options for the composition of shareholders are being determined, two Vedomosti interlocutors say. What will be the share of both banks and who else can become a shareholder of the new company is not yet known.

Passenger traffic is planned at the level of 6-10 million people per year. In Russia, only two players now carry more than 10 million passengers - Aeroflot and S7 Group (respectively 50.1 million and 14.3 million people in 2017). The largest regional airline, Yamal, transported 1.8 million people in 2017, and 1.4 million in January-August of this year.

Regional transportation (between Russian cities, bypassing Moscow) became one of the topics of the May decree of Russian President Vladimir Putin: he instructed to increase their share in domestic flights to 50% by 2024.

To comply with the decree, regional flights will need to be tripled, because flights from Moscow will also grow. In April, the Federal Air Transport Agency estimated the costs in 2018-2024. for the implementation of the decree in the amount of 182.4 billion rubles, including 113 billion rubles. - to restore the network of airfields. At the end of September, the Federal Air Transport Agency announced that the plan includes 65 airports (including 38 in the Far East), and their reconstruction will require 166 billion rubles.

“The decision to entrust this project to banks looks strange,” says Aton analyst Mikhail Ganelin. “Probably, they proceeded from the fact that there is no one else, and Sberbank and VTB have funds, their own leasing companies and extensive experience in aviation leasing.”