Published: 10/29/1997

Uzbekistan Airways (Uzbekiston Khavo Yullari) has published statistics on regular services for the first half of this year. Sources within the airline claim that in 1996, some 70% of the airline's profit came from CIS routes, including routes to 15 Russian cities. By contrast, 18 Russian operators fly to Uzbekistan, predominantly to Tashkent. Arslan Ruzmetov, general director of the airline, says the company will continue efforts on the restoration of old links with Russia. In the past the Uzbeki Aviation Detachment flew to more than 40 Russian airports. Ruzmetov expects a 30% growth in cargo and 40% in passenger traffic. The growth will come from the CIS, whereas international traffic (11 routes currently) will increase by "merely 15%". Among the measures aimed at increasing the traffic is a closer co-operation with Russian tourist agencies. Some of them, for instance Vector-M, use Uzbeki airliners for charter flights from Moscow to traditional holiday resorts. Uzbekistan Airways aims to improve the quality of services to its passengers. From its formation in January 1992, the company has acquired six western airliners. Another three - one A310 and two RJ-85 - are on order. Currently, Uzbekistan Airways has two A310s, two B-767s, one B-757 (for President Karimov) and one RJ-85. In late-September one A310 was put on the national register, with the second to follow by the end of October. Delivery of the second RJ-85 was postponed from September in the initial schedule to early November. This plane will come in VIP version for President Karimov. The third RJ-85 with 85 seats in all-economy layout should arrive in December. Uzbekistan Airways has a 100-strong fleet of large Soviet-built aircraft, including Il-86s, Il-62s, Il-76s, Tu-154s, An-24s and Yak-40s. Ruzmetov says the Ilyushins are relatively new: the Il-86s have flown some one-third of the assigned lifetime, whereas the majority of the Il-62s were built in 1990-1992. The others (except for three Tu-154Ms) are old: the most critical situation is with the Antonov An-24 - designed for 30,000 flight hours - where some of the fleet have logged about 38-40,000 hours. Ruzmetov blames physical obsolescence for the recent crash of a Russian An-24 on the Stavropol-Trabzon flight. In early October, Uzbekistan Airways reached agreement with Chkalov's Aviation Production Association of Tashkent (TAPO), Ilyushin and Pratt & Whitney Canada on delivery of ten Il-114s powered by PWC-127s. Announcing this agreement, Ruzmetov expressed a hope that after long years of being experimental, the Il-114 will prove a successful replacement for the vintage An-24. According to Ruzmetov, in the last five years the Uzbeki air transport industry has received credits amounting to nearly $1bn, which is roughly a one-sixth of all foreign investments into Uzbekistan. Touching on the theme of foreign credits, he mentioned the following as most important: a $50m credit from Germany (for Siemens equipment allowing ICAO Cat.2 landings at Tashkent airport), $160m from Japan (for reconstruction of airports in Samarkand, Urgentch and Bukhara), $70m from France (for modernisation of ATC systems) and $161m from US EXIM bank (for two B-767s). Ruzmetov is proud to have the best air traffic control system in the CIS, with the centre in Tashkent. Built by Thomson-CSF, the system can monitor up to 500 airplanes simultaneously, flying in the 700-km corridor over the country. The foreign credit for installation of the appropriate equipment will be paid off from charges implemented on users of Uzbeki airspace. This autumn Uzbekistan Airways starts flying toMosocw's Sheremetievo-1 airport. Ruzmetov tells ConCISe that Domodedovo, which has traditionally been the airport for Uzbeki airlines, cannot provide adequate services to the passengers flying A310s. Other types flying to Moscow - Tu-154 and Il-62 - will remain with Domodedovo. (AL1097.1) (VK)

Article ID: 66