Published: 8/21/1998

KomiAvia, the largest carrier of the Komi republic of the Russian Federation, is the biggest operator of the Tu-134, with 43 airframes in its inventory. Also, the airline has 140 helicopters of the Mi-2, Mi-6, Mi-8, Mi-10 and Mi-26 types, and a number of An-24/An-26 turboprops and An-2 biplanes. From time to time the carrier leases a Tu-154B from other operators, at a rate of $400 per flight hour, chiefly forcharter flights to holiday resorts. KomiAvia makes three Tu-134 flights daily to Moscow and back, with a single fare of Rbs800. Sometimes a hired Tu-154B is placed on this route, to cater for seasonal peaks in the traffic, but generally the airline tries to arrange more Tu-134 flights so as to employ its own fleet and crews and avoid such leases. The airline has decided to continue three daily Tu-134 flights instead of one or two using larger aircraft, so as to give passengers a better choice of departure times. Currently, KomiAvia is introducing business-class on its Moscow route. One Tu-134 has been suitably modified and put in service. The first two rows of seats are separated from the rest of the cabin by a bulkhead, and hot food is served during the flight. The airline finds reaction of passengers, especially "New Russians", to this innovation very encouraging. The utilisation rate of the Tu-134 fleet is 1200 hours a year, whereas in Soviet times it was 2400 hours. The drop is caused by financial problems with overhaul of airframes and engines, because payment is usually required up front, but that does not always mean a quick overhaul. The repair plant in Bykovo overhauls a D-36 engine in one month, but for a relatively high price. KomiaAvia managers complain that Bykovo charges twice the sum for the overhaul of two D-36 engines than that needed to overhaul one airframe. Alternatively, the work can be performed more cheaply at the engine manufacturer, Perm Motors, but it usually takes from three to 12 months. The idea to establish an exchange stock of operable engines at Perm Motors has not yet materialised, so that aircraft usually have to wait for engines to be overhauled and re-installed before they can resume flying. many Tu-134s are thus grounded. In the meantime, operable Tu-134s are always in demand on the market. Well furnished machines are often wet-leased to other operators at a rate of $500 per flight hour. An agreement on long-term lease of several Tu-134s on to Sibir (Siberia) airline based in Tolmachevo airport of Novosibirsk is expected soon. The expiring lifetime of the Tu-134 fleet makes KomiAvia look for a suitable replacement. Early plans to accept the Yak-42 were dropped due to insufficient range and passenger comfort of this type. The Tu-334 is also said to be inadequate for KomiAvia needs. Although KomiAvia has plans for the Il-114, it finds the aircraft not ideal due to its insufficient range, high price and its "posh and redundant" glass cockpit. Several airframes can, anyway, be purchased, the airline says, to replace aging An-24s. Instead, the Tu-134M project is supported, on retrofit of the old Tu-134A/B with D-436 engines at the aircraft repair factory in Minsk, Belarus Republic. Installation of more powerful and much more economical engines would increase the range substantially, which is one of KomiAvia requirements. The Government of Komi republic has acknowledged the needs of its largest operator and decided to give its support for the Tu-134M project. Other options are also being considered, including financial lease of foreign-made regional jets. The airline has modified four of its Tu-134s with additional fuel tanks, bringing their fuel capacity to 14.4 tonnes and gross take-off weight to 49 tonnes. A fifth airframe is currently under such modernisation.(AL898.5) (VK)

Article ID: 253