In “Dry” loss. How “Superjets” ruin “Aeroflot”

So, Airbus and Boeing are no longer shining for us. The head of Rostec, Sergey Chemezov, promises to produce more than 100 aircraft by 2025, and already 500 by 2030, but over the past 5 years he has produced 6 Tu-204/214 (and less than 90 in total since the late 1980s), and the release of the MS-21 has already been postponed several times (now for 2024). So, most likely, for many years we will have to fly on those Boeing and Airbus that we already have, and the Sukhoi SuperJet is now the only Russian production aircraft. It is all the more interesting to look at what is happening to him now.

As good as it gets

The timing is perfect for the SuperJet. This is the only aircraft that can fly abroad without the risk of being arrested. The fact is that no one stole it, these cars were always in the Russian register and were owned by Russian leasing companies. And Aeroflot is now headed by the former general director of Rossiya Airlines, who took credit for a significant increase in the serviceability of the SSJ fleet.

The only one means potentially bringing fabulous profits. In addition, it is summer now, huge demand, high prices. And how does our hero fly there?

Four hour work day

Of the 76 SSJs in the fleet of the Aeroflot group, 12 do not fly, Nebolet telegram channel calculated: 9 did not take off at all in June, 3 more spent less than 30 minutes a day in flight.

The average flight time of the park, according to the calculations of Skywalker, is 3 hours 51 minutes. This is downright trouble. Three times less than it should be during peak demand. Pobeda had more than 13 hours of flight time last summer (it only has Boeing in its fleet). And two times less than promised by the manufacturer SSJ (the state-owned United Airline, UAC).

And all this is at its peak – in the summer, with pent-up demand and in the absence of competition.

It will get worse further – engines and spare parts will gradually fail, which cannot be replaced during the sanctions. And foreign airlines from friendly countries will offer more and more flights.

Why it matters how many SuperJets fly

Recall that he flies less than 4 hours a day. This inefficiency of Russian aircraft is costing passengers dearly.

Aeroflot Group pays up to $200,000 per month for leasing each SSJ. Such a raid means a little less than the time of the Moscow-Sochi flight. Let it be 30 such flights per month. At the rate of 60 rubles / $, it turns out that the cost of leasing for a flight is 400,000 rubles.

The SuperJet holds 100 seats. But usually 80 people fly there (this is optimistic). That is, each of them will pay 5000 rubles. only for leasing, otherwise the flight is unprofitable for the company (even with a full load, it turns out 4000 rubles).

If SSJs were flying with the efficiency of Western aircraft for 12 hours a day, then the leasing contribution would be three times less, and the passenger would pay 3,400 rubles. less on each side.

But how then can tickets to Sochi sometimes cost less than 5,000 rubles, if this is the price of only leasing, but there is also kerosene, airport taxes, salaries and other expenses? There is no good answer to this question – Superjets bring Aeroflot billions in losses.

What if not SSJ

It is difficult to talk about other domestic aircraft. The MS-21 has not yet begun to be produced, there are no Tu-204/214 and Il-114 in the fleets of large companies (Tushki were used by the Rossiya special squad and – cargo – Russian Post).

So, if officials still transfer us all to Russian planes, ticket prices will rise so much that it will not seem like a little. Or the state will have to regularly allocate tens of billions of rubles to subsidize air travel or help companies, which it does less and less willingly. Recently, the Ministry of Finance refused to allocate 10 billion rubles. subsidies to airports, as requested by the Ministry of Transport and the Federal Air Transport Agency. Inquiries to Aeroflot and the Ministry of Transport remained unanswered.

However, so far none of the attempts to transplant someone somewhere has been successful. Most likely, and everyone will, as before, fly mainly on Boeing and Airbus (and a little on SuperJet). An example is Iran, which still, at the very least, flies these old aircraft, demonstrating the wonders of their operation. The other day, Russia signed an agreement with Iran, which provides for the supply of parts for Russian aircraft, as well as repair and maintenance of the aircraft. However, Russian airlines have much newer and more sophisticated aircraft. Finding spare parts at the famous aviation showdowns for the Boeing 747 is quite simple, but for the Airbus A350 it is impossible. The queue will come in 20 years. However, Iran also has half of its aircraft fleet on concrete.


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