Before you go on a long business trip or vacation, you can look at which plane you are flying. Specialized portals on the Internet will help you find out the age of the liner, its model, as well as the history of operation. AiF.ru has compiled a guide that will help you get acquainted with all the information you are interested in about the aircraft.

To obtain information on the age of the aircraft, its model and operating history, the following steps should be taken:

1. Find out your flight number. If it is not indicated on the ticket, you can view it on the website of the airline or the airport.

2. Learn tail number liner. To do this, on the website www.flightradar24.com, enter your flight number in the search box. After pressing the Enter key, a table will appear on the screen, in which, in the "Aircraft" column, the aircraft model will first be indicated (for example, A333 or B738), followed by its tail number (it is presented in the letter format AA-AAA).

3. Enter the tail number of your liner in the search box on the website www.planespotters.net. After pressing the Enter key, a table will appear in front of you; click on the numbers written under the "c / n" column.

After that, data will appear on which airlines used the aircraft (Airline), when the plane made its first flight (First Flight), how old the liner is (Age), as well as information that may relate to accidents, if any (Remarks). Also on the same page are photographs of the aircraft and its cabin.

Can a carrier replace one liner with another?

Yes maybe. For example, if the plane is not completely filled or defective, the carrier can replace it. Passengers must be notified of this by the airline staff.

Is it possible to follow the flight route of the aircraft in real time?

Yes, you can. How to follow the flight route of an airplane on which a person close to you flies on the website,

Often, when there is news about problems on the planes, their age is mentioned and, as a result, they are in poor condition. However, one is not really related to the other.

In July Boeing 737, airline-owned Jet2 made two crash landings in two weeks. The plane was forced to land in Barcelona on July 16 when it took off from Ibiza to Leeds. Twelve days later, on 28 July, he made another emergency landing in Frankfurt en route from Newcastle to Prague. The airline is investigating both incidents, but claims the passengers were not at risk on either flight.

Nevertheless, commentators quickly drew on the age of the aircraft, registered as G-CELI: it was built in 1986, that is, 31 years ago. But do old planes really fail more often?

No, says Patrick Smith, American pilot and author of the book “The Captain of the Ship Says. Questions, Answers and Observations of an Experienced Pilot. "

“Commercial aircraft are built for more or less indefinite lifespan, which is one of the reasons they are so expensive,” he commented. "It's okay for an airplane to stay in service for 25 years or more."

Smith argues that the longer airplanes operate, the more control they are subjected to. "The screening criteria are becoming more stringent," says Smith.

But if planes are built to last indefinitely, why do they retire in more than 30 years, or in many cases sooner?

Airplanes are sold, exchanged, or canned, not because they age and fall apart, but because they are not economical enough to operate, Smith said.

“Airplanes are tailored to specific roles and markets, and there is a delicate balance between whether they generate profits or losses. Poor performance means getting into the block quickly, Smith says. "For another carrier with different costs, routes and needs, the same plane can be profitable."

The declining economic value of an aircraft is generally related to its age, as well as new high-performance aircraft entering the market. Supporting older jets often makes less sense. The new aircraft are quieter, more comfortable and better equipped than their predecessors, and as a result, they are more comfortable for passengers.

So which carriers have the oldest aircraft? According to airfleets.net, a website that collects information on most of the major airlines, Delta Airlines has the oldest aircraft among the world's largest carriers. The average age of its aircraft is 17 years. The second and third places are occupied by Air Canada and United Airlines, the average age of the aircraft is 14.2 and 14.1 years, respectively.

The most recent aircraft, oddly enough, are from Aeroflot. On average, they are used for only 4.2 years. Hainan Airlines and China Eastern Airlines have the second and third youngest aircraft with an average age of 4.9 and 5.3 years respectively.

The data provided is approximate and does not cover all airlines, including Turkish Airlines, which is considered one of the largest in the world.

The largest airlines with the oldest planes

• Delta Airlines - 17 years old
• Air Canada - 14.2 years
• United Airlines - 14.1 years
• British Airways - 13.2 years
• Air France - 12.6 years
• Lufthansa - 11.5 years
• Southwest Airlines - 11.5 years
• KLM - 10.7 years
• American Airlines - 10.3 years
• Qantas - 9.7 years
• Thai Airways - 9.6 years
• All Nippon Airways - 9.4 years
• JetBlue Airways - 9.3 years
• Korean Air - 9.2 years
• Japan Airlines - 8.7 years
• LATAM Brazil - 8.1 years
• Singapore Airlines - 8.1 years
• Cathay Pacific - 7.7 years
• EasyJet (UK) - 7.2 years
• China Southern Airlines - 6.9 years
• Ryanair - 6.5 years
• Air China - 6.3 years
• Etihad - 6.1 years
• Qatar Airways - 6.1 years
• Saudi Arabian Airlines - 5.9 years
• Emirates - 5.4 years
• China Eastern Airlines - 5.3 years
• Hainan Airlines - 4.9 years
• Aeroflot - 4.2 years
• Turkish Airlines - No data

With a few exceptions like Ryanair and EasyJet low-cost airlines, European and North American airlines tend to have the oldest aircraft, while Asian and Middle Eastern carriers have the newest.

By the way, Jet2, the plane of which was discussed at the beginning of the article, is not among the 30 major airlines of the world, but has planes 16.8 years old. That is, the company could take one of the first places in the rating.

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Numerous polls of air passengers show that people like to fly in brand new airliners. We were interested in which Russian companies have the most modern aircraft, and found out the following.

First of all, let's figure out how the novelty of the aircraft fleet is determined. One way is to compare the average age of the fleets, but it's more interesting to look at the number of new aircraft each carrier has.

S7

A well-known Russian company chose the A320neo family and bought 20 aircraft of this series from Airbus. The model came off the assembly line only 3 years ago, so it is considered prestigious to become the owner of two dozen brand new Neo. In general, S7 likes to buy modern aircraft: once the first in Russia, it received two copies of the then fresh Boeing 737 Max 8, but stopped releasing them into the air after two disasters of ships of this type that occurred in different countries.

Already at the stage of booking an S7 ticket, you can determine which airliner you will fly on: the information is visible on the website.

Test: find out the airline by plane. 10 questions for experts:

Ural Airlines

This airline is also the lucky owner of several A320neos and one A321neo, but they can be counted on one hand.

"Ural residents" do not show the type of aircraft when buying air tickets: newest model comes as a surprise before boarding. True, several routes are served only by Neo, one of them is Moscow - Blagoveshchensk.

Other airlines

The average age of Aeroflot's fleet is only 5 years (this is considered a little); it has not yet purchased new types of airliners. This year, it is planned to deliver the long-haul Airbus A350, which will fly on foreign routes.

Pobeda is the owner of one of the freshest fleets (average age less than 3 years), it consists of modern, but already discontinued Boeing 737-800. “Maxes” have already been ordered to replace this model, but so far their deliveries are delayed.

"Azimuth" flies to aircraft series Superjet, and its fleet is quite young. The rest of the major domestic air carriers cannot boast of modern aircraft.

Over the past two years, Russia has experienced two of the largest plane crashes involving Russian airlines: 11/17/2013 Boeing 737-500 crash in Kazan (Tatarstan Airline OJSC), 10/31/2015 Airbus А321-231 crash in Egypt (airline). Both aircraft had a lifespan of over 18 years.

The most important thing is that the fleet of Russian airlines is acquired on the secondary market, i.e. airliners are bought or leased, which were used by low-cost (low-cost) European air carriers like taxis or from third world countries that do not have sufficient funds for timely maintenance. What happens is that he acquires a ship with which there was an incident in 2001 (damage to the tail section) and how it was repaired is unknown to us. What charter flights mean is that the liner is running out of steam. Was it time for the company to thoroughly carry out maintenance and repairs with the number of aircraft in the fleet of 5 aircraft? Of course not.

The air carrier is not the first year that there has been a discussion about its decrepit fleet. As the saying goes, bankrupt is better than a tragic story. Sooner or later something would have happened. We all follow only plane crashes, and do you know how many incidents with Russian air carriers occur per month - forced emergency landings? Our portal always keeps track of this, therefore, in each article about airlines in the accidents section, you can always see all the statistics of accidents with this company. The main reasons are technical problems with the engine, landing gear.

Highest percentage emergency landings, is associated precisely with charter flights, as they work for wear and tear. But here's an interesting point, foreign companies abroad that make several flights a day (for example, low-cost airlines) operate new aircraft. When their term reaches 5 years, they are immediately sold on the secondary market.

Of course, abroad, not many airlines have planes under the age of 15 years; they have airliners with a period of more than 25 years in their fleet. But, these airliners are mainly used on domestic airlines and undergo timely due diligence.

The aircraft must be serviced by independent companies that must be controlled by the state.

It makes no sense to analyze the rating of Russian airlines, since apart from Aeroflot and in the world rating tables, no company is closer to 100. Transaero hit a hundred square meters only by a fluke, as there were no disasters. The rating does not take into account the terms of the liners and incidents that did not lead to the death of people and the loss of aircraft. In my memory, I flew on Transaero on a charter flight from Antalya to Moscow, to be honest - this was my last flight with this carrier. The liner was falling apart inside - everything thundered and did not work. Either the backrest does not come down, or the trim is worn. So now, I'm trying to book everything separately. Yes, it is more expensive, but safer and more reliable. Self-booking allows you to choose an air carrier, and package tour-No.

Currently, many flight booking partner systems provide flight-specific information. Therefore, before buying a ticket, you can see which plane will operate this flight what his age.

We are publishing you up-to-date information on the age of the fleet of Russian airlines

TABLE:Age of aircraft of Russian airlines as of November 2015

*More detailed information You can find information about a specific airline fleet on our website in the Russian Airlines section.

** If you need information about a specific airliner of a certain carrier - write in the comments, we will definitely advise you on the current date.

I would like to note that the average age of the fleet does not provide accurate information. It is also necessary to pay attention to the number of liners in air fleet specific airline.

Let's analyze, let's say UTair... The average fleet life is -11.8 years. Not bad ... The number of aircraft in the fleet is 65 aircraft. Let's see the oldest planes, how old they are:

• All Boeings 737-400, 737-500, 737-800NG terms from 17 to 22 years - all were purchased on the secondary market
• All Boeings 767-200, 767-300 terms from 14 to 18 years - all were purchased on the secondary market

What is the reason for such a small average service life of an airline? The airline's fleet has 15 ATR 72 aircraft, which have a 4-year period - they were purchased new.

Conclusions: Age of aircraft of Russian airlines(with the exception of Aeroflot and Pobeda) is of high importance, especially for the Boeing and Airbus models, since the companies do not have sufficient funds to purchase new ones. Charter flights on orders of tour operators, they are carried out by carriers on Airbuses and Boeings, the terms of which exceed mainly 17 years.

Take care of yourself and fly good planes. So I choose from Russian carriers. Yes, it is more expensive, but safer. It is better to pay extra for the flight, but be calm about the fact that you are flying on a new plane.

Most of the aircraft flying in Russia are no older than their counterparts used abroad. However, 17.7% of the fleet is old cars, many of which have exhausted their resource and have problems with parts. Another disadvantage of the domestic market is problems with service and supervision, which is why almost the entire Russian fleet is registered in third countries.

Photo: Transport-Photo Images

Became the largest disaster in history Russian aviation... The day after the tragedy of the Kogalymavia (Metrojet) Airbus 321, which killed 224 people, the Russian investigation opened two criminal cases under the articles "provision of services that do not meet safety requirements" and "violation of flight safety rules or preparation for them." ... Searches took place in the carrier's office, Domodedovo, Samara airport, where the board was refueled. State Duma deputies immediately called for a ban on the operation of aircraft over 15 years old (Airbus "Kogalymavia" was 18 years old) and the revocation of the license of carrier companies with a small number of aircraft. The head of the State Duma Committee on International Affairs, Alexei Pushkov, said that he leads to plane crashes. The deputies put forward similar initiatives after the crash of the 23-year-old Boeing 737 in Kazan on October 17, 2013. Then, as now, the public ignored the statements of airlines and industry experts who argued that an airplane was not a machine and that 20 years of operation was not such a long time for it.

Both aircraft - Boeing in Kazan and Airbus over Sinai - were in good working order according to the latest data. The Kazan disaster, as decided by the commission of inquiry, is Egyptian - three weeks later it was recognized as a terrorist attack. The suspicions of the poor condition of the aircraft flying in Russia, however, did not disappear. RBC analyzed the aircraft fleet of Russian companies operating regular and charter passenger flights, and found out to what extent the suspicions of its wear and tear are justified.

As we thought

The basis was the list of valid airworthiness certificates of the Federal Air Transport Agency for October 22, 2015 (that is, aircraft that are allowed to fly in Russia), data from the official websites of carriers and Internet resources airfleets.com, russianplanes.net and flightradar24.com. We have excluded from complete list small aircraft (private jets), aircraft of local airlines (practical range less than 1000 km, mainly An-2), helicopters, business jets, as well as all aircraft not used for passenger transportation - for example, cargo and agricultural aircraft. The sample did not include aircraft that are not used for the transportation of passengers for commercial purposes: for example, the aircraft fleet of the Air Force, the Ministry of Emergency Situations and a special detachment for the transportation of top officials (SLO "Russia"), as well as aircraft belonging to aircraft manufacturing plants. The lists we received with detailed information about each aircraft were sent to all operating airlines with a request to confirm the correctness of the data we collected. All answers were taken into account in the results of the analysis.

Our statistics also include the planes of the second largest Russian airline "Transaero". was adopted on October 1, and on October 26, the company lost the operator's certificate and ceased operations. The Transaero fleet is in the process of being returned to lessors: several dozen cars can be received by Aeroflot, which has got part of the airline's routes, the rest will be sold on the market or written off. Considering the entire Transaero fleet in the sample (according to open data as of October, these are 122 aircraft), we were guided by the fact that most of it could be transferred to other Russian operators, and the composition of the fleet reflects the economic model of the largest private Russian carrier.

What will happen to the huge fleet of Transaero, the second largest carrier after Aeroflot in terms of the number of aircraft (one of them is in the photo), is not yet clear (Photo: TASS)

Which models are chosen

The most popular family in Russia is the medium-haul Airbus 320 (A320, A319 and A321): 249 such aircraft are allowed to fly in the country. In second place with 203 aircraft is the family of medium-haul Boeing 737s, the flights of which were recently requested to be suspended by the Interstate Aviation Committee (IAC).

According to our data, there are only 130 long-haul aircraft in Russia, of which 76.6% are Boeing 747, 767 and 777 models.

There is no definition of a medium-haul aircraft in Russian legislation. In the world, it is customary to refer to this category as machines with a flight range of more than 2.5 thousand km. Long-haul vehicles in Russia are considered to be vehicles with a flight range of more than 8 thousand km.

Not so long ago, Airbus became the leader among aircraft flying on medium-haul routes in Russia. The Big Four companies - Aeroflot, S7, UTair, Transaero - divided their preferences in two in 2013, explains Andrey Kramarenko, a researcher at the Institute for Transport Economics and Transport Policy at the Higher School of Economics. The first two were chosen by Airbus, the latter by Boeing. Now Transaero has stopped flights, and UTair has significantly reduced its fleet.

Two competing aircraft manufacturers provide most aircraft parks of the world. According to the international organization Center for Aviation (CAPA, Australia) for April 2013, 39.7% of all ships operated in the world are Boeing aircraft and 28.7% - Airbus. Russia is no exception. The aircraft of the two companies account for 61.7% Russian park, 14.3% - other foreign aircraft (Embraer, Bombardier, De Havilland Canada, Let, ATR).

Domestic aircraft account for only 24% of the total fleet of Russian carriers. Moreover, for modern samples - An-148, Tu-204, Tu-214 and Sukhoi Superjet - only 6.3%. The remaining 17.7% are old modifications of An, Tu and Yak, most of which were flown back in the USSR. “But in volume passenger transportation the share of these machines is less than 5% ", - adds a professor at the Moscow State Technical University civil aviation Alexander Fridlyand.

Sukhoi Superjet is in the lead in terms of quantity among modern Russian models: domestic airlines have 39 such aircraft. “The Sukhoi Superjet has a niche, but it is very narrow due to its size (the capacity is up to 100 seats. - RBK) ”, Says Fridlyand. According to him, it is large for local and regional routes, and on mainline routes with good passenger traffic it is inferior to economical cars for 150-200 seats. “Its niche is mainline, but weak in terms of flows,” the interlocutor believes.

The An-24 has not been produced since 1979, but the fleet of Russian companies has 67 more such machines. (Photo: Transport-Photo Images)

Most of the Soviet aircraft in the fleet of An-24 airlines - 67 aircraft. The turboprop passenger aircraft for short and medium-haul lines was developed by the Antonov Design Bureau (KB) in the late 1950s. The maximum capacity is up to 52 passengers. It is operated mainly by Russian regional companies (RBC considers these to be those who do not make long-haul flights, flights through the capital's air hub and not based in Moscow and St. Petersburg). “An-24 is the only aircraft in the world of this class that sits on the ground, on packed snow or ice,” recalls the honored pilot of the USSR, President of the Infrastructure Development Fund air transport Oleg Smirnov. - He flew all over airspace The USSR is practically indispensable in the current conditions in the Far North ”.

Now An-24 continues to be used by companies based in the north: Polar Airlines, Yakutia, Chukotavia. While it is impossible to replace it massively with foreign models. Firstly, the planes of foreign brands, which could land at the airfields of these regions, accommodate fewer passengers, explains Kramarenko. In addition, the technical documentation for them is on English language, which is not owned by all pilots and personnel of the An-24. However, during 2012-2013, Yakutia leased five Bombardier Dash 8 aircraft with a capacity of 70 to 80 seats. In addition to Bombardier, Canadian De Havilland Canada 6 Twin Otters fly in the Aeroflot subsidiary of the Far Eastern airline Aurora. Most likely, in the coming years, all An-24s will be replaced by foreign aircraft, "since they will run out of service and it will become extremely difficult and expensive to maintain their airworthiness," predicts Dmitry Mirgorodsky, a partner at the consulting company Concuros, former vice president of Sukhoi Civil Aircraft. There are no replacements for their domestic counterparts.

The second most popular among Soviet aircraft is the Yak-42: there are 33 such aircraft in the fleet of Russian airlines. However, several of them are in storage: some are waiting for replacement parts, some will not rise into the air. The cars are included in the parks of Gazpromavia, Grozny Avia, Izhavia, Saratov Airlines. The latter company began flying the Brazilian Embraer 190 two years ago.

How old are planes in Russia

As the research has shown, on average in Russia the age of foreign models is less than their resource, and our aircraft are often more. According to Andrey Sharypov, head of the civil aviation vessels certification department of the State Research Institute of Civil Aviation, for foreign vehicles it is about 40-60 thousand hours, that is, 30 years. For the Soviets it was less - about 20 years. The manufacturer can extend the service life individually for each vessel.

For example, the average age of the Boeing 737 Classic generation (modifications 300, 400, 500) in Russia is 20.2 years. Boeing 737 Next Generation (modifications 600, 700, 800, 900) - 9.1 years. Airbus modifications 320 - 7.5 years, A319 - 11.9 years (see infographic). These figures are not much different from the world average. Dutch airline KLM has an average age of 9.3 years with Boeing New Generation, according to planespotters.net. The American low-cost airline Southwest Airlines, according to USA Today and the portal airfleets.net, is 9.7 years old. The Boeing 737 Classic aircraft (300, 400 and 500 modifications) of this airline are on average more than 22 years old.

As for Airbus, the A320 fleet of German Germanwings is 23 years old. The American Delta, flying with Aeroflot in the Skyteam alliance, has 20.7 years. Delta's A319 aircraft are 13.8 years old.

The oldest model of aircraft flying in Russia is An-24. On average, they are 42.1 years old. The average age of another Soviet Yak-42 still in operation is 24.7 years.

Soviet aircraft and modern Russian aircraft (with the exception of the Sukhoi Superjet), unlike foreign ones, have problems with parts. The mass production of such machines has been stopped, so you have to order parts by the piece, which costs many times more, says Sergei Koval, deputy head of the department for monitoring and verifying the authenticity of the Research Institute of Civil Aviation. As a result, parts with forged documents are sometimes put on Soviet cars. According to Koval's estimates, there are now up to 8% of illegal parts on the market, and from 2001 to 2015, there were 50 serious incidents due to problems with parts (including incidents with airplanes and helicopters).

What happened to the Soviet design bureaus

The Saratov Aviation Plant, which produced the Yak aircraft, went bankrupt and was completely liquidated. The design bureaus that developed the Soviet aircraft - the Tupolev Design Bureau and the Yakovlev Design Bureau (now part of the United Aircraft Corporation) - continue to exist mainly by escorting the remaining ships in service, says Koval. The Antonov Design Bureau (now the state-owned Antonov enterprise) is located in Ukraine.

The age of the aircraft, according to professionals, does not affect its technical condition and airworthiness. “As the commander of the ship, I don’t ask: will you give me an old plane or I’ll fly on a new one — this does not interest me at all,” Smirnov explains. The main thing is whether the aircraft has undergone maintenance and repairs on time throughout its life. In addition, every detail of the aircraft has its own resources. By the time, says Smirnov, "as the plane turns 17, these parts can be replaced several times."

The study found that 58.7% of the aircraft in the Russian fleet had only one or two operators. And more than ten air carriers that have replaced each other - in the luggage only 3% of the boards. Moreover, in many cases, two of the same companies used the planes in turn. So, for example, the plane of Izhavia Airlines Yak-42: according to airfleets.net, if we take into account the alternating carriers of the same, in 28 and a half years it changed 20 operators. According to Smirnov, professionals are skeptical of the plane that had previously flown "in countries with high humidity, such as Africa." However, both the lessor and the owner are obliged to put such a car in order. In this regard, the lessor is important for the technical condition of the aircraft, and not the previous operator, the expert believes.

As a rule, carriers refuse from aircraft for economic reasons, and not because of the end of its life, according to a study of the leasing company Avalon (offices in the US, Ireland, Dubai, Singapore and China). In Russia, foreign and new domestic aircraft models cease to be used in 20-23 years, says Kramarenko, a research fellow at the Higher School of Economics. The global performance, according to the Avalon study, is similar.

Age preferences of airlines

Russian airlines with the oldest fleets use Soviet aircraft. Among carriers with ten or more sides, the oldest fleet - 41.2 years - belongs to the Turukhan company, which is part of the UTair group. It mainly operates charter flights, including for mining companies. But Turukhan also has regular flights, so its planes were included in our study.

In total, there are 16 companies in Russia that operate aircraft over 25 years old for regular and charter flights (see table).

The youngest fleet belongs to Pobeda, which recently started operating as a subsidiary of Aeroflot. Its sides are only a year old. Aeroflot has an average fleet age of 4.6 years, according to RBK's calculations. The planes of the “Transaero” that stopped flights were on average 18.6 years old (the S7 fleet was 9.2 years old, and the UTair fleet was 14 years old). In 2005-2008, many Russian airlines, including the "Big Four" carriers, when fuel prices went up, massively renewed their fleets, preferring aircraft with lower fuel consumption. In particular, this explains the rather young fleet of foreign aircraft in Russia, Fridland notes.

On April 1, 2001, the standards of the International Civil Aviation Organization (ICAO) entered into force, establishing low noise levels for aircraft engines flying in Europe. Almost all Soviet and Russian aircraft at that time: Tu-134, Tu-154B, Tu-154M, Il-62, Il-86. Thus, airlines that actively flew to Europe and transited over European countries, were forced to replace the old noisy cars with new imported ones.

Low-cost airline Pobeda is the youngest Russian air carrier with the youngest fleet. Their Boeing averages just a year (Photo: TASS)

A significant fork between the average age of aircraft different companies there are also abroad. According to a Bloomberg rating in January 2013, the American Delta has an average age of 15.8, Southwest Airlines 14.7, Aeromexico 15.2, Lufthansa 12.4, Air France 11.5, Ryanair five years.

Each company chooses for itself what is more cost-effective for it: a new or older aircraft, Mirgorodsky emphasizes. For example, the purchase of a new Boeing 737-800 will cost about $ 48-55 million. The same ten-year model will already cost $ 16-18 million, says Alexander Kochetkov, head of the leasing company Gold nsky Leasing. But old aircraft also require maintenance costs. companies can afford to pay such sums at a time - they have to lease cars.In Russia, according to Ilyushin Finance Co., at least 80% of the aircraft in operation are leased.

This is exactly what the largest market player, Aeroflot, is doing, which is going to enter the top 20 global air carriers in terms of revenue and passenger traffic by 2025. For this purpose, the airline has not only increased, but also refreshed its fleet for several years, CEO Vitaly Savelyev said in his interviews many times. “It is difficult to compete on the world market on an old aircraft,” explains Mirgorodsky's strategy. Older models are also given by Aeroflot to its subsidiaries - the airlines Aurora, Orenburg Airlines, Donavia, and Russia.

But many companies do not even have enough money to lease new planes. "Transaero", for example, dreamed of pushing out a state competitor, because of expensive debt financing, as it itself admitted in its financial statements, increased its fleet with cheap foreign and new cars, wrote "Vedomosti". After the devaluation of the ruble at the end of last year, leasing prices for Russian companies increased significantly even for old aircraft (lease payments are made in foreign currency. - RBK), adds Mirgorodsky. According to Kochetkov's estimates, leasing a new Boeing 737-800 costs an average of $ 4.2 million a year, and a ten-year lease costs about $ 2 million.