Aviation industry. Air transportation: concept, types, sources of legal regulation, enterprise aviation charter

In modern society, there are several completely independent types of transport. Their division is due to the difference Vehicle, which are used to move cargo and passengers, as well as the different natural environments of their operation. The Russian transport system is a large and complex economic complex located throughout the country. It includes: land transport (railway, road), water transport (sea and river), air and pipeline.

The concept of "air transport" exists as an alternative to ground and aquatic species transport using a different medium for transportation. Air transport has certain advantages over other modes of transport: high speed of movement of passengers and cargo; shortening the route, which has a significant impact on saving time for the delivery of passengers and cargo; speed of air traffic organization; high maneuverability and adaptability of air transport to various transportation objects and their seasonal fluctuations. Special role air transport also determine the regularity and versatility of transportation regardless of the time of year and climatic conditions, high carrying capacity aircraft.

“The term “air transport” is widely used in practice, denoting transport activities carried out in the airspace using aircraft as rolling stock.” The term “aviation” is traditionally used to refer to activities in airspace.

Activities in the field of aviation have various goals, objectives and means of its implementation. One of the most significant goals of aviation activities is activities aimed at satisfying the interests and needs of individuals and legal entities in air transportation, protecting their rights to safe, high-quality and economical air transportation. This goal is achieved through the use civil aviation, which in turn is divided into general aviation, used free of charge, and commercial civil aviation. The main purpose of commercial civil aviation is to provide air transportation of passengers, baggage and cargo for a fee.

Air transportation is understood as “transport movement in the airspace of cargo or a person, carried out through the movement of an aircraft along an established air line (route).”

Traditionally, there are two main types of air transportation - domestic and international. Domestic air transportation means air transportation in which the point of departure, destination and all points of landing are located in the territory of Russian Federation. Air transportation is recognized as international, in which the place of determination and the place of destination, regardless of whether or not there is a break in transportation or overloading, are located respectively either on the territories of two states or on the territory of one state, if a landing point (points) is provided on the territory of another state .

Domestic air transport, in turn, can be regular or irregular; interregional and intraregional, as well as business and corporate.

Scheduled air transportation - transportation carried out on regular flights, that is, on aircraft flights operated in accordance with a schedule published in the prescribed manner, including transportation on additional flights, that is, on flights operated in addition to the schedule by dates and the same route along which it is operated regular flight. Non-scheduled air transportation - transportation performed on non-scheduled (charter) flights, that is, on aircraft flights operated outside the published schedule in accordance with the air transportation agreement concluded between the customer and the airline or other operator.

Interregional air transportation - domestic air transportation (regular - scheduled and charter) on established air lines between points located in regions assigned to various regional departments of the Federal aviation service(FAS) of Russia (currently - Federal agency air transport of the Russian Federation). Intraregional air transportation - domestic air transportation (regular - scheduled and charter) on established air lines between points located in the region assigned to one regional department of the FAS Russia.

Business transportation - charter air transportation for legal entities and individuals, carried out on specially equipped civil aircraft with a number of passengers up to 15 people. Corporate transportation is air transportation performed by the owner of the aircraft (operator) on a non-commercial basis (to meet their own needs and requirements without obtaining commercial benefits).

International treaties and national legislation of states divide international air transport into two categories: scheduled and non-scheduled.

Regular air transportation is carried out through regular flights by airlines specially designated by the state along lines stipulated in the relevant international treaty. At the same time, after the state has appointed an airline to fly on the agreed routes, it must notify the other party to the agreement about this in writing. The latter, in turn, is often obliged to provide such an airline with operational permission to fly, provided that scheduling and tariff issues are agreed upon.

The Council of the International Civil Aviation Organization "in 1952 defined scheduled international air services as a series of flights which are operated through the airspace over the territory of more than one State by aircraft for the purpose of carrying passengers, cargo and mail for remuneration, each flight being open to any persons; they involve transport between the same two or more points, either in accordance with a published schedule or on flights so regular or frequent that they constitute an apparent systematic series."

Non-scheduled international air transport - "air transport carried out through non-scheduled (occasional, one-time) flights, that is, other than regular flights, carried out on a schedule with a certain frequency between certain points. The most common type of non-scheduled air transport is air charter." "Irregular flights are carried out on the basis of special permission, but in last years Some states have begun to enter into bilateral agreements on non-scheduled air services."

International air transportation between Russia and foreign countries outside the CIS - transportation performed on international flights to these countries and between these countries, i.e. on flights consisting of one or several international flight legs. Moreover, if there is a domestic leg on an international flight, this leg is considered international. A flight phase refers to the flight of an aircraft from the moment of takeoff until the next landing on a given flight.

International transportation between Russia and the CIS countries - transportation performed on flights to these countries, as well as between these countries. If there is a domestic leg on an international flight to the CIS countries, this leg is considered international with the CIS countries. In the case of a flight with landings both on the territory of the CIS countries and on the territory of other foreign countries outside the CIS, these transportations are considered as international between Russia and foreign countries outside the CIS.

Air transportation is carried out by air transportation entities with different legal status. The Air Code established the concepts of aviation enterprise, operator and carrier.

An aviation enterprise is a legal entity, regardless of its organizational and legal form and form of ownership, whose main goals of its activity are to carry out air transportation of passengers, baggage, cargo, mail and (or) perform aviation work for a fee. Operator - a citizen or legal entity who owns an aircraft, under lease or on another legal basis, uses this aircraft for flights and has an operator’s certificate (certificate). Carrier is an operator who has a license to carry out air transportation of passengers, baggage, cargo or mail on the basis of air transportation contracts.

As follows from the above definitions of subjects of air transportation activities, an aviation enterprise acts as a generic, generalizing concept, since, if it has the appropriate licenses and certificates, it can operate both as an operator and as a carrier. At the same time, only commercial civil aviation operators operating on a reimbursable basis can be classified as aviation enterprises.

The main distinguishing feature between an operator and a carrier is the different nature of their activities. An operator who does not have the appropriate license is entitled to carry out only non-commercial (corporate) transportation or other non-commercial activities in the field of aviation involving the operation of aircraft. According to Part 5 of Article 9 of the RF CC, having a license in this case is not necessary.

In accordance with Appendix No. 2 to the order of the Federal Aviation Service of March 18, 1998 No. 74 “On the implementation of additional licensing requirements,” air transportation entities are classified on the following basis:

  • a) air carriers - airlines federal significance with the right to perform international flights;
  • b) air carriers - airlines of regional significance with the right to operate international flights; c) air carriers local significance; d) air carriers business aviation;
  • e) corporate aviation operators.

Air carriers - airlines of federal significance with the right to operate international flights (federal airlines) - air carriers performing the entire volume of scheduled transportation on international air routes to non-CIS countries, the majority (over 70%) of regular transportation to the CIS countries and interregional transportation, as well as international .

Air carriers - airlines of regional significance with the right to operate international flights (regional airlines) - air carriers that perform only interregional scheduled flights and seagulls, regular flights to the CIS countries, as well as international and domestic charter flights.

Air carriers of local significance (local air carriers) are air carriers that perform only intraregional transportation and part of interregional transportation on class 3-4 aircraft.

Business aviation carriers are air carriers that provide business transportation. Corporate aviation operators are operators performing corporate transportation.

Aviation enterprise

(eng. aircraft enterprise) - in the air legislation of the Russian Federation, regardless of its organizational and legal form and having the main goals of its activities to carry out for a fee air transportation of passengers, baggage, cargo, mail and (or) performance of aviation work (Article 61 of the WHO of the Russian Federation *). Creation of A.P. on the territory of the Russian Federation with the participation of foreign capital is allowed under the conditions that the participation of foreign capital does not exceed 49% of the authorized capital of the A.P., its head is a citizen of the Russian Federation and the number of foreign citizens in the governing body of the A.P. does not exceed 1/3 of the composition of the governing body. Features of the commercial activities of Russian and foreign entrepreneurs, as well as individual entrepreneurs, are determined according to the rules of Chapter. IX WHO of the Russian Federation.


Large legal dictionary. Akademik.ru. 2010.

See what “Aviation enterprise” is in other dictionaries:

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1. For the purposes of this Code, an aviation enterprise is understood as a legal entity, regardless of its organizational and legal form and form of ownership, whose main goals of its activity are to carry out air transportation of passengers, baggage, cargo, mail and (or) perform aviation work for a fee.

2. The creation on the territory of the Russian Federation of an aviation enterprise with the participation of foreign capital is permitted under the conditions that the share of participation of foreign capital does not exceed forty-nine percent of the authorized capital of the aviation enterprise, its director is a citizen of the Russian Federation and the number of foreign citizens in the governing body of the aviation enterprise does not exceed one one third of the governing body.

3. Operator - a citizen or legal entity who has an aircraft by right of ownership, on a lease basis or on another legal basis, uses the specified aircraft for flights and has an operator’s certificate (certificate).

Operator requirements are determined by federal aviation regulations.

4. The use by an individual or a legal entity of an aircraft for the purposes specified for state aviation and (or) experimental aviation, as well as the use of a light civil aircraft of general aviation or an ultra-light civil aircraft of general aviation does not entail the obligation for the individual to receive , legal entity of the operator's certificate (certificate) or a document equivalent to this certificate (certificate).

Comments to Art. 61 VZK RF


In accordance with the Federal Aviation Rules “Certification requirements for operators of commercial civil aviation. Certification procedures,” the operator has an organizational structure, aircraft (ownership, lease or other legal basis), aviation personnel and a production base for the organization, production and ensuring flights in accordance with the requirements of regulations governing the activities of civil aviation. To carry out air transportation and the planned flight program, it must also have aircraft in the quantity determined by the aircraft turnover schedule, taking into account their reservation.

The operator must ensure the availability of a production base equipped to organize and perform the necessary work to maintain the airworthiness of aircraft, analyze flight information, collect and process data on the reliability of aviation equipment and flight safety, record and store operational and technical documentation and numbered documentation for the main and aircraft components, operational management and control of aircraft flights, training of aviation personnel. And also confirm the availability of sufficient financial resources and property for the safe operation of aviation equipment and maintaining the required level of airworthiness of aircraft, including the availability of a repair fund, for organizing and ensuring flights of the declared aircraft and the quality of services provided, as well as for organizing the training of aviation personnel. The applicant (operator) develops and implements in its organization a flight operations manual, a maintenance manual and a quality manual, containing rules, procedures and standards for the organization, production and provision of flights established and accepted for execution by the operator's aviation personnel.

The operator must have an aeronautical information service or appoint a responsible person if the provision of aeronautical information is carried out under contracts with third parties. To obtain a certificate, the operator develops a business plan containing justification for the possibility of carrying out the planned flight program within 24 months and ensuring that the costs of its implementation are covered without income within three months from the start of work. The operator must organize flight work in accordance with the requirements of regulations governing the activities of civil aviation.

The use of civil aircraft for general aviation flights by a legal entity or individual who does not have a general aviation operator certificate is not permitted. A general aviation operator certificate is issued and extended for a period of up to 5 years. Upon initial registration of the applicant as a GA operator with the right to perform international flights, a GA operator certificate is issued for a period of up to 2 years. A GA operator certificate cannot be issued to two or more legal entities or individuals and cannot be transferred by one legal entity or individual to another. The issuance of GA operator certificates, extension of their validity and (or) amendments to GA operator certificates are carried out by interregional territorial departments and territorial air transport departments of the Ministry of Transport of Russia.

Usage airspace of the Russian Federation is carried out by the GA operator in accordance with the requirements of the air legislation of the Russian Federation and the flight operations rules established in civil aviation. The GA operator (applicant) organizes in accordance with the requirements established in civil aviation:

creation of the necessary base for storing aircraft, performing work to maintain their airworthiness and storing operational, technical and numbered documentation for the main and component parts of aircraft;

providing maintenance and repair of declared aircraft;

recording data on aircraft failures and malfunctions;

accounting of aircraft operating hours;

processing of flight information if there are flight recorders on board the aircraft;

medical, meteorological, air navigation and other types of flight support;

provision (implementation of measures) aviation security.

Aircraft belonging to the GA operator (applicant) declared for flights for general aviation purposes are allowed for operation in the presence of airworthiness certificates (certificates of airworthiness) and state registration certificates. Aircraft are equipped in accordance with established requirements to perform the declared types of flights in the declared regions. An application for registration as a GA operator and extension of the validity period of a GA operator's certificate is submitted to the relevant territorial air transport authority of the Ministry of Transport of Russia at the main location of the applicant's (GA operator's) aircraft used for general aviation purposes, according to the form. The General Operator's Certificate comes into force on the date indicated therein. Copies of the GA operator's certificate, applications and documents attached to it are stored in the territorial air transport authority of the Ministry of Transport of Russia that issued the GA operator's certificate. Information on the issuance of a GA operator's certificate, extension of its validity or amendments to the GA operator's certificate is sent by the territorial air transport body of the Ministry of Transport of Russia within 3 working days to the specially authorized body in the field of civil aviation in electronic form via telecommunication channels in the established format in the amount application data for inclusion in the consolidated information database. In the event of a violation by the GA operator of the restrictions set out in the annex to the GA operator's certificate, which is an integral part of the said certificate, the rules for the operation of aircraft, as well as the rules for using the airspace of the Russian Federation and the rules for flight operations or their provision, threatening flight safety and (or) aviation security, the territorial air transport body of the Ministry of Transport of Russia that issued the GA operator certificate may impose restrictions on the validity of the GA operator certificate, its validity may be suspended or the GA operator certificate may be cancelled.

Classical management defines a goal as the desired state of a system or the result of its activity, achievable within a certain time interval. The goals should reflect the development perspective of the system. The goals of the socio-economic system are largely determined by environmental conditions. Setting goals translates a company's strategic vision and direction into specific objectives related to the firm's production and performance. Goals represent the commitment of the company's management to achieve certain results at a certain time.

Fig.4. Dynamics of changes in the Russian Federation's GDP for 2005-2008 and forecast changes for 2009-2010.

They explain exactly how much, what, and by when to do it. They focus attention and energy on what needs to be achieved.

There are eight key spaces within which an organization defines its goals.

1. Market position. Market goals can be to gain leadership in a particular market or its segment, increase the company's market share, or strengthen the company's competitive status.

2. Innovation. Targets in this area are related to the identification of new ways of doing business, the development of the production of new goods, and the use of new technologies.

3. Productivity. A more efficient enterprise is one that produces products at a lower cost. For any company, indicators such as labor productivity, energy intensity, and resource conservation are important.

4. Resources. The need for all types of resources is determined, and goals are formulated regarding the expansion or reduction of the resource base, ensuring its stability, and reducing the enterprise’s dependence on one source of raw materials.

5. Profitability. These goals are related to achieving a certain level of profitability, ensuring a given level of profit, and are usually expressed quantitatively.

6. Managerial aspects. Ensuring effective management is the goal of any organization focusing on the long term. Attracting outstanding managers to work, creating an appropriate organizational culture, creating management systems for operating in unforeseen situations are just some of the factors that influence the effectiveness of the management process.

7. Staff. Goals regarding personnel may be related to maintaining jobs, ensuring a certain level of remuneration, improving working conditions and motivation, reducing staff turnover, and increasing the level of qualifications.



8. Social responsibility. Currently, most economists recognize that individual firms should focus not only on increasing profits, but also on developing generally accepted values.

The airline's goals are formulated and established based on its mission, the defined values ​​and goals of the owners, as well as the senior management of the enterprise. In a formalized manner, the airline's goal can be written in the form of a vector of tasks, the elements of which are quantitative indicators, the implementation of which together can be interpreted as the implementation of the mission, for example, profit volume, profitability of sales.

In general, goals should have the following characteristic properties.

1. Specific and measurable. By expressing its goals in specific and measurable forms, management creates a fixed frame of reference

for subsequent decisions and assessment of not only the quality of work on the provision of transport services, but also the implementation of control functions.

2. Time-oriented and fixed planning horizon. Long-term goals can have a planning horizon of about 5-7 years, medium-term from one to five years, short-term - one year.

3. Reachability. Defining a goal that exceeds the potential capabilities of the airline, either due to insufficient resources or due to the negative impact of external factors, can lead to the transition of the airline into a crisis state and, as a result, to catastrophic consequences.

It should be noted that the multiple goals of the airline must be interrelated and interdependent, i.e. actions and decisions necessary to achieve one goal must not interfere with the achievement of another goal.

The strategic planning process can be considered successful to the extent that senior management of airlines is involved in the formulation of reasonable planning goals, and also to the extent that these goals reflect the potential capabilities of the enterprise and are adequate in relation to the influences of environmental factors.

In general, goals reflect the desire of the airline management to work in a certain direction and differ from most of the tasks being solved, which are quantitatively measurable parameters.

According to the National Business Aviation Association of Russia (NADA), at the beginning of 2008 there were 224 converted Russian-made aircraft in operation. In total, 7 types of airliners are used: An-74, Il-62M, Il-96-300 (presidential aircraft), Tu-134, Tu-154, Yak-40, Yak-42 and the relatively new turboprop model M-101. Naturally, even the newest vehicles, with the exception of the M-101 and Il-96-300, were produced no later than the very beginning of the 1990s. Despite the fact that aircraft with a significant remaining service life are selected for use in business aviation, most of them have managed to work fairly well on regular routes, this especially applies to the most popular Tu-134 and Yak-40, which together make up more than 3/4 of the aircraft fleet YES RF.

The issue of fleet renewal is most acute for owners operating domestically produced vehicles. In addition, many aircraft do not comply with European noise and engine emissions limits, and as a result, entry into European countries is closed to them. In terms of measures to replace the park with this moment There are two possibilities. Firstly, this is the purchase of imported aircraft. However, in terms of cost, only older business jets from the secondary market, whose cabins are much more modest in size, are at the same level as the currently popular domestic models. Moreover, in this case, the same questions arise - import duties, difficulties with registration and maintenance. Secondly, the purchase of new domestic aircraft, the production of which is now being established.

Until now, corporate and VIP aircraft were created by converting the interior of short-haul and medium-haul airliners - Tu-134, Tu-154, Yak-40, Yak-42. However, new aircraft of this type are not assembled for VIP variants; old aircraft are nearing the end of their life cycle, and their conversion into business variants is being carried out less and less often. Among the new projects in Russia, only VIP class interiors have been developed for the Tu-204 and Tu-214 family of aircraft. In addition, JSC " Civil aircraft Sukhoi" (SSS) is working on corporate and VIP options based on the Sukhoi SuperJet 100. At the beginning of this year, SSS representatives for the first time announced plans to release a business version of this aircraft. SSS, together with the parent company AHK Sukhoi, is working on the creation supersonic business jet SSBJ (the acronym is taken from the literal English translation of the aircraft type - Supersonic Business Jet). Previously, the project was designated S-21. Its model was exhibited back in 1999 at the Paris Air Show. At that time, the cost of work on this project was estimated at $1 billion. But so far the project is at the zero stage of development. SCAC intends to implement it with the involvement of foreign partners; negotiations are already underway with a number of key Western manufacturers of business jets (rumors about similar negotiations with Dassault Aviation have already leaked to the press). Preliminary specifications SSBJ: number of seats - from six to ten, estimated cruising speed - up to Mach 2, flight range - over 7 thousand km. According to GSS estimates, SSBJ should be highly popular among potential buyers even with quite high price- $50-80 million per car.

Foreign aircraft in the fleet of the Russian Federation. According to the classification offered by the Planet Jet Guide catalog of business aircraft and helicopters, in the fleet of foreign-made aircraft owned by Russians, you can find aircraft of almost all classes - business jets, long-haul, large, medium, small and turboprop aircraft. Only ultralight ones are missing jet planes- a relatively new segment on the world market. Unconditional priority is given to representatives of the upper price segment - large long-haul aircraft and business jets - modified versions of regular aviation aircraft. In total, they make up 62% of the fleet, 33% are medium business jets, small and turboprop aircraft - 2% and 3%, respectively. Models of the Canadian aircraft manufacturer Bombardier Aerospace in the Russian fleet occupy a solid 39%, followed by Canadians in the top five is Hawker Beechcraft with 15% (including models produced by British Aerospace and Raytheon Aircraft), followed by Dassault Falcon (14%), Gulfstream Aerospace ( 11%) and Embraer (8%).

Helicopters occupy a significant niche in the fleet of the Russian Armed Forces. At the end of 2007, the helicopter fleet consisted of about 1,960 aircraft with an average service life of approximately 20 years. Moreover, of the helicopters on the register, only 923 fly. From year to year, these numbers gradually change downwards, but the proportion is still maintained. Over the past decade, operators have preferred to renew their fleet by upgrading existing helicopters rather than purchasing new ones. However, this channel is exhausting its capabilities.

From 1998 to 2005, out of all helicopter equipment produced in Russia, only 12 units entered the ranks of domestic civil aviation. In 2006, with the order of 14 Mi-8AMT from Gazpromavia, there was a trend towards the purchase of domestic helicopter products by large Russian operators. In 2008 airline UTair signed a contract with the Ulan-Ude Aviation Plant for the financial leasing of 40 Mi-171 helicopters to replace part of the outdated Mi-8T fleet. Delivery of the first 20 vehicles was scheduled for 2008. Thus, the ratio of domestic supplies of Russian vehicles to the volume of exports, which traditionally accounted for the lion's share of sales of domestic manufacturers (mainly due to military products, as well as modifications of the Mi-8 and Ka-32), is beginning to change. If in 2007 Russian companies produced 121 helicopters, then the plan for 2008 assumes an increase in production volumes by 45%, and in 2009 by another 25%. Perhaps a further increase in the growth rate of product output is associated with the organization of an assembly line for the model under a license from a Western developer: negotiations are currently underway with AgustaWestland regarding the multi-purpose AW139 (take-off weight 6.4 tons). The most justified optimism is inspired by Russia's position in the middle class segment, one of the confirmations of this is the issuance by EASA of a limited airworthiness certificate for the Ka-32A11BC helicopter in 2007 and the expected receipt of a type certificate from EASA this year.

At the same time, prices for Russian equipment are already approaching world prices. Western manufacturers offer a symmetrical answer: supplies of foreign-made helicopters to Russia are growing at a noticeable pace. UTair signed a contract with Eurocopter for 15 EC175 multifunctional helicopters with a take-off weight of 7 tons, with an option for another 15 machines. EU175 - a new joint European-Chinese program; The commissioning of this model is planned for 2011. In terms of the number of helicopters ordered, UTair is ahead of such global players as Bristow Helicopters and VIH Helicopters. At the same time, a protocol of intent was signed with a subsidiary of the European helicopter manufacturer, Eurocopter-Vostok, on the purchase of 20 Ecureuil AS350 VZ and the creation of an MRO center and a flight crew training center.

The middle segment evokes more or less justified optimism; things in the light segment are much worse. Only a few flying examples of the Ka-26 are surviving. Of the approximately 550 Mi-2s on the registry, no more than 120 fly. According to Nikolai Osipov, head of the GosNIIGA helicopter department, in the next two to three years, after the engines have exhausted their remaining service life, the “twos” will finally leave the game: engine repairs are unreasonably expensive , but remotorization work has not yet been successful. However, the economics of operating the Mi-2 casts doubt on the feasibility of attempts to revive this program. They are being undertaken only because the Russian aviation industry does not yet mass-produce any alternatives. Of course, Western manufacturers have something to fill this niche. Of course, import duties somewhat restrain the development of the market, but there is no hope of their abolition or reduction, so future owners are prepared for such costs. Moreover, many owners of piston Robinson R44s are gradually looking at more serious equipment. While Bell is betting on the BeLL 427 and the new Bell 429 light helicopter, Eurocopter is seeing increased demand for the twin-engine EC135 and EC145.

The problem of banning flights over cities still remains, but in this regard, hope finally dawned last year. As a precedent, flights over Yekaterinburg are allowed. Moreover, the construction of helipads has intensified throughout the Russian Federation: sites are being built around Moscow and in St. Petersburg, Yekaterinburg, planned in Novosibirsk, Leningrad and Tver regions, Krasnodar region, Yamalo-Nenets Autonomous Okrug. Perhaps this will contribute to an increase in demand for charter helicopter transportation, the market for which has not yet been developed.

Airline classification

In accordance with the definition given in Art. 61 of the Air Code of the Russian Federation, an aviation enterprise is understood as a legal entity, regardless of its organizational and legal form of ownership, whose main goals of its activity are to carry out for a fee the air transportation of passengers, baggage, cargo, mail and (or) the performance of aviation work.

According to the form of ownership, airlines are public, private, and corporate, as well as mixed with the participation of foreign capital.

State airline is an airline that is wholly owned by the state or in which the state owns a controlling stake. There are practically no airlines left with 100 percent state ownership. Usually, controlling interest, owned by the state, ranges from 51 to 75 percent.

Private airline is an airline owned by one person or family. An example is the Transaero airline, which is owned by the Pleshakov family.

Corporate airline is an airline owned by shareholders. In this case, a controlling stake may belong to one person who actually manages the airline.

Mixed airline - This is, as a rule, a joint venture with foreign capital. The creation of an aviation enterprise on the territory of the Russian Federation with the participation of foreign capital is permitted provided that the share of participation of foreign capital does not exceed 49 percent of the authorized capital of the airline, its director is a citizen of the Russian Federation and the number of foreign citizens in the governing body of the airline does not exceed one third of the composition of the governing body. In other countries, the percentage of foreign ownership of an airline varies. So, in the UK it is 33%, in the USA – no more than 25%.

Based on the nature of their flights, airlines are divided into domestic, international and mixed.



Domestic airlines operate flights only within their own countries.

International airlines operate only in international airspace.

Based on the range and direction of flights, airlines are divided into mainline, regional, local and computer.

Long-haul airlines operate both international and domestic flights over a distance of 3,000 km or more. Mainline airlines include, for example, airlines operating transatlantic, transamerican, transpolar, transasian, transpacific and other interregional air transportation.

Regional airlines operate intraregional flights over a distance of no more than 3,000 km, both within one country and internationally. Regional transportation includes transportation between Scandinavian countries, intra-European, intra-African transportation, etc.

Local airlines are generally domestic airlines operating on routes of less than 1,000 km.

Based on the type of main transportation, airlines are divided into passenger, cargo and mixed.

Passenger airlines operate aircraft equipped to transport passengers. As a rule, in addition to passengers, they also transport cargo and mail in special cargo compartments.

Cargo airlines perform only cargo transportation on specially equipped aircraft. A small number of airlines are purely cargo carriers. The largest of them are: DHL, TNT, UPS, Federal Express, etc.

Most airlines are mixed airlines and carry out all types of transportation. A number of the largest of them have their own cargo branches: Lufthansa Cargo, Air Canada, etc.

Airlines are divided by type of operation for regular and charter.

Regular airlines operate flights according to a set schedule on airlines strictly defined by the government of the country or by intergovernmental agreements. Regular airlines can also operate additional, charter and special flights.

Charter airlines perform non-scheduled air freight services on the basis of special contracts between carriers and customers. Such transportation can be carried out both between points connected with each other by regular by air, and between points not connected by regular airlines.