a)

=
 - =
a 9
q- = e /
ry
—

a
"
eS -— ¥
= -
é

i a =
t
*
= wee
— e
&
+ ” ke a | A =
—_ —_ 7 j
ar
a et ;

a aeraPET-TR
=? re af : hi<: Fa
xg is
*
 Digitized by the Internet Archive
in 2022 with funding from
Kahle/Austin Foundation

https://archive.org/details/aeroflotsovietai0000macd
 AL RO Tt Ti

SOVIET AIR TRANSPORT

SINCE 1923
The first transport aircraft of Soviet design to enter widescale service after World War II was
the Ilyushin Il-12 which began scheduled operation of Aeroflot services on 22 August, 1947.
The example illustrated is an [l-12B, of Aeroflot’s Tadzhikistan Directorate, with numerous
modifications including a dorsal fin.
 AEROFLOT
Soviet Air Transport
ese
¢ i £
Ho 75
}

Hugh MacDonald

PUTNAM
LONDON
 No part of this book may be reproduced
or utilized in any form or by any means,
electronic or mechanical, including photocopying,
recording, or by any information storage and retrieval system,
without permission in writing from the Publisher.

© Hugh MacDonald 1975

ISBN 0 370 00117 6
Set in IBM press Roman 10pt
and printed by
William Clowes & Sons Limited
London, Colchester and Beccles for
Putnam & Company Limited
9 Bow Street, London WC2E 7AL
First Published 1975
 Contents
Introduction, xi
Abbreviations, xii
Author’s Note, xiii
Notes on the Soviet Union, xiv

I Evolution of Soviet Civil Aviation, 1

II Framework of Civil Aviation, 30
Ul Domestic Air Transport, 82
IV Aviation at the Service of the Soviet Economy, 180
V Airports and Commercial Activities, 190
VI The Aeroflot Fleet, 200

AL P.EsBeN
DIGG ESS
. Development of Civil Aviation, 275
. Examples of Aeroflot Passenger Traffic, 276
. Organization of Soviet Civil Aviation, 276
. Development of All-Union Services, by Directorates, from
BRWN
1956 (Inauguration of Services and Introduction of New
Types of Aircraft), 280
. International Services (Dates of Introduction after 1944), 305
. International Services Across Siberia, 308
Types of Aircraft on All-Union Services (1949 and 1957), 309
. Types of Aircraft on All-Union Services (1964), 310
. Types of Aircraft on All-Union Services (1972), 311
. Seating Capacity on All-Union Services (Summer 1972), 312
—
—= . Cargo Aircraft on All-Union and International Services
OO
ONS
TAH
(1972), 313
12 Aircraft on Local (MVL) Services (Summer 1972), 314
 13. Aircraft on International Services (Summer 1973), 315
14. Turbine-powered Aircraft — Introduction on Regular Service,
316
15. Moscow—Far East Services (1949, 1957, 1962), 317
16. Moscow—Far East Services (Summer 1972), 318

Index, 319
 List of Tables
. Inter-Urban Passenger Traffic in the USSR, 247
. Comparison of Long-distance Travel: Rail v Air, 247
. Journey Times (From Moscow to Selected Cities), 248
. All-Union Services of Aeroflot Directorates (Route Networks in km), 249
. Holiday Services, 250
. Early Impact of Jet and Propeller-turbine Aircraft on Passenger
DNUnPBWNR

Traffic, 250
. All-Union Services from Gorkiy (Summer 1969), 251
. All-Union and International Services from Irkutsk (Summer 1971), 252
. All-Union Services from Kishinev (Summer 1949/1959/1969), 253
. Aeroflot Northern Directorate (Development of Originating Traffic), 253
. Travel between Leningrad and Major Cities in 1969, 254
. Local (MVL) Operations from Leningrad (Summer 1970), 255
. Domestic Services in Lithuania (Summer 1962), 255
. Weekly Departures from Moscow (Only All-Union Services) 1949-69, 256
. Traffic over the Moscow—Kazan Sector in 1957, 257
. All-Union Services from Moscow (Effective 1 July, 1949), 258
. Services from Moscow Bykovo Airport (Summer 1971), 260
. Seating Capacity on the Moscow—Sochi Holiday Route (1965-73), 262
. Local (MVL) Operations from Kiev (Summer 1970), 262
. Services between Kiev and Odessa (Summer 1970), 264
. Local (MVL) Operations from Odessa (Summer 1970), 264
. Services between Odessa and Simferopol (Summer 1970), 266
. Local (MVL) Operations from Tashkent (January—May 1969), 266
. Local (MVL) Operations from Yerevan South Airport (Summer
1972), 267
. Passenger Helicopter Services (Traffic Development), 267
. Development of International Services (1950-72), 268
. Aeroflot Fleet for the Seventies, 269
. Operations of Major Types of Aircraft (1956-73), 270
. Long-distance Routes Operated with Piston-engined Aircraft (Summer
1969), 271
. Longest Routes Operated with An-24s (Summer 1971), 272
. Longest Routes Operated with Li-2s (Summer 1949/1957), 272
. Aeroflot Passenger Tariffs (As defined by Geographical Areas), 273
. Aeroflot Passenger Fares (Comparison of Tariff Groups), 274
 LIS TiOFR SMAPS
. Trunk Routes in 1948, 19
. Local (MVL) Services in Central Ukraine, 47
Black Sea Coastal Helicopter Services, 50
. International Services USSR—Europe (June 1973), 61
. Intercontinental Routes in 1973, 62-
. Cargo Services in 1961, 70
. Cargo Services in 1972, 73
. Cargo Air Bridge Operations in Siberia, 75
. Northern Europe — Inter-regional Services, 83
. Arkhangelsk and Murmansk Districts, Karelia ASSR, 85
. Komi ASSR, Nenets National Area, 87
. Central Russia — Inter-regional Services, 89
. Rostov District, 90
. Krasnodar Region, 91
. Stavropol Region, 92
. Caucasus Area — Inter-regional Services, 93
. Daghestan ASSR, 94
. Saratov and Volgograd Districts, 95
. Tatar ASSR, 96
. Bashkir ASSR, Orenburg District, 97
. Saratov Aviation Group Route Network in 1972, 98
. Perm and Sverdlovsk Districts, 100
. Chelyabinsk and Kurgan Districts, 101
. Tyumen District, 103
. Omsk and Novosibirsk Districts, 106
. Tomsk District, 107
. Altai Region, 108
. Kemerovo District, 109
. Tuva ASSR, 111
. Krasnoyarsk Region — Main Routes, 112
. Krasnoyarsk Region — Southern Part, 113
. Krasnoyarsk Directorate — All-Union Services in 1973, 114
. Irkutsk District — Main Routes, 116
. Irkutsk District — Southern Part, 117
. Irkutsk District — Northern Part, 118
. Buryat ASSR, 119
. Chita District, 120
. Amur District, 123
. Khabarovsk Region, Sakhalin District, 124
40. Maritime Region, 126
41. Yakutia ASSR, 129
42. Magadan District, 131
43. Chukotka National Area, 132
44. Kamchatka District, 133
45. Armenia, 135
46. Azerbaydzhan, 137
47. Byelorussia, 141
48. Estonia, 142
49. Georgia, 144
50. Kazakhstan — Main Routes, 146
al: Western Kazakhstan, 147
pe Southern Kazakhstan, 148
33. Eastern Kazakhstan, 149
54. Northern Kazakhstan, 150
aS; Kirghizia, 152
56. Latvia, 155
D7. Lithuania, 157
58. Moldavia, 159
59) Tadzhikistan, 162
60. Turkmenistan, 164
61. Turkmenistan Directorate All-Union Services in 1973, 165
62. Ukraine — Main Routes, 167
63. Local (MVL) Services in Southern Ukraine, 168
64. Crimea District, 169
65. Ukraine — Yak-40 Operations in 1970, 170
66. Uzbekistan, 173
67. Tupolev Tu-104 Services in 1972, 188
68. Tupolev Tu-124 Services in 1969, 189
 INTRODUCTION

In February 1973, Soviet civil aviation celebrated its fiftieth anniversary,

an event which was a milestone in the continuing and noteworthy progress
which had been accelerated by the arrival of the first jet airliner, the Tupolev
Tu-104, in 1956. Aeroflot, the popular name for the organization that is
responsible for civil aviation in the Soviet Union, is governed and controlled
by the Ministry of Civil Aviation, headed (in 1974) by Marshall Boris
Bugayev, and the activities form an essential and integral part of the Soviet
economy. Its overall policies are directed by plans formulated by the
Government in the light of the country’s economic development.
In the air transport role, Aeroflot now handles more than eighty million
passengers a year, provides service to more than 3,500 towns and villages in
the USSR, and seventy-five cities outside the country. Favoured by the fact
that the Soviet Union is the world’s largest political unit, Aeroflot can thrive
on and develop with a traffic potential created by the demand for inter-
regional communication. Aviation has long been the common carrier for
passengers, freight and mail in many parts of the country which are difficult
to reach by surface transport or where climatic conditions prevent easy
access. As part of the Soviet internal transport system, civil aviation was
handling about 25 per cent of the total traffic in 1971. Aeroflot’s fleet is
large in numbers (exact figures are not published and are probably known to
very few in Aeroflot), composed of a variety of aircraft and helicopters well
designed and suited to specific tasks in the field of air transport and general
aviation, operating in all the climatic conditions of this vast country.
Apart from operating services for the carriage of passengers, cargo and
mail, Aeroflot aids the Soviet economy in a variety of ways. Agriculture,
forestry and fishing are branches of the economy which have been using
aviation for a great many years. General aviation activities range from supply
missions in the Arctic to hunting wild animals in the Urals, from fire fighting
in Siberia to the patrol of gas pipelines in the deserts of Central Asia.
Non-flying activities of Aeroflot cover research into transport problems,
scientific research into aircraft and engine design and technology, air traffic
control, passenger handling facilities at airports and major towns, an extensive
hotel business and computerized reservations. Aeroflot is one of the biggest
commercial enterprises of the Soviet Union, providing jobs for a very large
number of people who are represented by the organization’s own ‘trade
union’.
The organization of Soviet civil aviation is such that Aeroflot is in 1974 a
conglomerate of thirty-one airlines, officially termed directorates. Each unit
is responsible for all aviation activities in a certain region of the country and a
share in the operation of air services forming part of the nation’s trunk route
system. One directorate has the special task of operating Aeroflot’s inter-
national services.

ABBREVIATIONS

CR&A Upravleniye Tsentralnykh Rayonov i Arktiki

Central Regions and Arctic Directorate
Glavsevmorput Glavnoye Upravleniye Severnogo Morskogo Puti
Chief Directorate of the Northern Sea Route
GUGVF Glavnoye Upravleniye Grazhdanskogo Vozdushnogo Flota
Chief Directorate of the Civil Air Fleet
GVF Grazhdanskaya Vozdushnaya Flot
Civil Air Fleet
LSZ Liniy Soyuznogo Znacheniya
All-Union Air Services
MGA Ministerstvo Grazhdanskoi Aviatsiy
Ministry of Civil Aviation
Min’ Vody Mineralnyye Vody
MTU Moskovskoye Transportnoye Upravleniye
Moscow Transport Directorate
MUTA Moskovskoye Upravleniye Transportnoi Aviatsiy
Moscow Directorate of Transport Aviation
MVL Mestnyye Vozdushnyye Liniy
Local Airlines
Narkomat Narodnyy Komissar
People’s Commissariat
ODVF Obshchestvo Druzei Vozdushnogo Flota
Enterprise for Friends of the Civil Air Fleet
Sovnarkom Soviet Narodnykh Komissarov
Council of the People’s Commissariat
TsAGI Tsentralnyy Aero-Gidrodinamicheskiy Institut
Central Aerodynamic Institute
TsUMVS Tsentralnoye Upravleniye Mezhdunarodnykh Vozdushnykh
Soobshcheniy
Central Directorate of International Air Services
VOGVF Rtgeese eb: Obyedineniye Grazhdanskogo Vozdushnogo
ota
All-Union Enterprise of the Civil Air Fleet
 AUTHOR’S NOTE

Since Aeroflot is such a very large organization and a commercial

enterprise engaged in a multitude of activities, detailed information about all
its activities is not widely circulated in the Soviet Union and most certainly
not outside that country. Whatever news about Aeroflot is released through
the Soviet press agencies Tass or Novosti is usually restricted to the occasional
mention of the start of a new air service or the arrival of a new type of
aircraft or helicopter.
In the western world, timetables are normally available which can give
students of air transport a comprehensive picture of an airline’s pattern of
operations; in the Soviet Union, public timetables are not issued, even to
travellers. Information about Aeroflot all-Union or local (MVL) air services
can, therefore, only be obtained on a local basis, which makes compilation of
a survey of the airline’s activities difficult from the start. The author has,
nevertheless, for many years made a study of sufficient material to give a
detailed summary of Aeroflot’s all-Union air services since 1956.
The latest timetable available was that for the period 1 April, 1972, to
31 March, 1973, and reflected a certain reorganization of all-Union air
services. It was apparent that details of short-haul operations have been
transferred to the timetables of the various Aeroflot regional directorates, the
idea being that the central timetable be allowed more space for the
continually expanding all-Union air services.
Information about the extent of route patterns served by various direc-
torates has been compiled from an officially released Aeroflot distance chart.
Traffic statistics published by Aeroflot or appearing in the Soviet daily or
aviation press are usually related to all-Union air services, although this is
never explained as such. This will often present an inaccurate picture, and
efforts have been made in this book to highlight the sphere of Aeroflot
operations concerned — that is all-Union or local (MVL).
One section of this book deals with aircraft and helicopters which at
present form the Aeroflot fleet. Mention is also made of former types of
aircraft which provided service for Aeroflot and eminently figured in the
development of Soviet civil aviation. For the purpose of this book, the
description of aircraft and helicopters is largely non-technical. Very detailed
information about Soviet-built transport aircraft and helicopters may be
found in John Stroud’s companion book Soviet Transport Aircraft since
1945.
Since the preparation of the tables in this book Aeroflot’s Northern
Directorate has been renamed Leningrad Directorate.
 NOTES ON THE SOVIET UNION

This general outline of the Soviet Union, its area, administration, popula-
tion, economy, climate and transport, is presented to help the reader to form
a picture of this vast country because Soviet civil aviation is so closely linked
with the geographical and political background of the USSR.

Area
With an area of 22,402 million sq km, the Soviet Union forms the largest
single political state on earth, extending from her eastern European neigh-
bours Finland, Poland and Rumania across 171 degrees of latitude to the
Pacific Ocean. Turkmenistan and Northern Siberia are separated by almost
5,000 km. In the seas surrounding the USSR, the largest islands are Novaya
Zemlya, Severnaya Zemlya, Novosibirskiye Ostrova (New Siberian Islands)
and the Kurile chain of islands forming a natural barrier between the Pacific
Ocean and the Okhotsk Sea. The Caspian and Black Seas, as well as Lakes
Ladoga, Onega, Aral, Baikal and Balkhash are the most important inland
waters. Among the longest rivers are the Dniepr, Don, Volga, Amu and Syr
Darya, Ob, Yenisei, Lena and Amur. The terrain of the USSR may be divided
into two almost equal parts: west of the Siberian river Yenisei, there are
mainly plains and lowlands, interrupted by the Ural mountain range running
roughly north-south; east of the river, the vast expanse of Siberia is almost
entirely mountainous: In the south, plains gradually move into mountain
ranges, among which there are the Carpathians, Caucasus, Pamir, Tien Shan
and Altai mountains. In Soviet Central Asia, there is extensive wasteland, and
in the north, the tundra covers almost the entire area from west to east.

Climate
In a vast country such as the Soviet Union, climatic conditions are
obviously extremely varied. The climate may, however, be termed continental
with significant variations in temperature between summer and winter. On
average, central regions have winters lasting up to about six months, whereas
Siberia east of the river Yenisei has winters of up to nine months’ duration.
The influence of cold winters reaches far into central Asian areas and into the
Ukraine. Temperatures may be as low as minus 71 deg C at Oimyakon in
Yakutia, the coldest point, but are generally around or well below freezing in
most other parts of the country. Only in Transcaucasia are average winter
temperatures above freezing.
In summer, temperatures generally rise considerably and 30 dec C is not
uncommon in arctic regions. Soviet Central Asia suffers intense heat, with
very high temperatures recorded in Turkmenistan. Variations in temperature
have a profound influence on life generally and greatly influence the
country’s economic and commercial activities.
Administration
The Soviet Union comprises fifteen republics under whose control there
are twenty autonomous republics, eight autonomous districts and ten
national areas. The fifteen republics (capitals in parentheses) are Armenia
(Yerevan), Azerbaydzhan (Baku), Byelorussia (Minsk), Estonia (Tallin),
Georgia (Tbilisi), Kazakhstan (Alma Ata), Kirghizia (Frunze), Latvia (Riga),
Lithuania (Vilnius), Moldavia (Kishinev), Russian Federation (Moscow),
Tadzhikistan (Dushanbe), Turkmenistan (Ashkhabad), Ukraine (Kiev) and
Uzbekistan (Tashkent). The autonomous republics are Abkhazia (Sukhumi),
Adzharia (Batumi), Bashkiria (Ufa), Buryatia (Ulan-Ude), Checheno-Ingush
(Groznyy), Chuvash (Cheboksary), Daghestan (Makhachkala), Kabardino-
Balkar (Nalchik), Kalmyk (Elista), Karelia (Petrozavodsk), Komi (Syktyvkar),
Mariy (Joshkar-Ola), Mordov (Saransk), Severo-Osetia (Ordzhonikidze),
Tataria (Kazan), Tuva (Kyzyl), Udmurt (Izhevsk), Yakutia (Yakutsk),
Karakalpak (Nukus) and Nakhichevan (Nakhichevan).

Population
At nearly 250 million, the Soviet Union is the third most populous state
on earth, after China and India. There are 110 nationalities and ethnic groups,
with a similar number of languages. The largest of the Soviet republics is the
Russian Federation, with over 130 million people, and one of the most
densely populated republics is Moldavia. The general pattern is that the
population density decreases in an easterly direction, although gradual
colonization is continuing in that direction.
In 1968, there were 195 cities with a population of more than 100,000
and nine cities with over one million inhabitants. The largest cities are
Moscow (over seven million), Leningrad (nearly four million), Kiev
(1-5 million). Tashkent, Baku, Novosibirsk and Sverdlovsk each have a
population exceeding a million. Other large metropolitan areas with more
than one million inhabitants are Gorkiy, Kuybyshev, Minsk, Kharkov and
Donetsk.

Economy
Economic activity is centrally directed from Moscow and organized in a
total of nineteen economic regions formed of districts, regions, ASSRs,
autonomous districts and national areas. The regions are as follows: North-
West, Central, Volgo-Vyatka, Central Black-Earth, North-Caucasia, Volga,
Ural, Western and Eastern Siberia, Far East, Central Asia, Kazakhstan,
Transcaucasia, the Ukraine regions Donetsk-Pridneprovsk, Southwest and
South, Moldavia, Byelorussia and Baltic.
The Soviet Union is very rich in mineral deposits, various raw materials
and energy. There are large coal deposits in the Donbass region of the
Ukraine, in the Urals, Kuzbass (western Siberia) and in a region west of
Irkutsk. Principal oil fields are those in the region around Baku, in western
Turkmenistan, Mangyshlak (western Kazakhstan), Emba, North-Caucasia,
Ural-Volga, Tyumen district and Komi (around Ukhta). Natural gas is found
in almost all the oil producing areas and, in addition, in the lower Volga basin
and in Soviet Central Asia near Bukhara in Uzbekistan.
Heavy industry is concentrated in the Leningrad, Minsk and Moscow areas,
in the Ukraine, along the Volga (Kuybyshev, Saratov), in the Urals, Western
Siberia and central Kazakhstan.
 The timber industry is very important since almost half the country is
covered with forest. Fur trading has also attained a prominent place in the
economy.
Agriculture is, of course, important, although soil and climatic conditions
in many parts of the Soviet Union have adverse effects on this branch of the
economy. The main areas for intensive agriculture are central Russia, the
northern Ukraine, across central Siberia and in Kazakhstan.

Transport
The bulk of all passenger and freight traffic is carried by Soviet Railways
over a network which, in 1970, extended for only 135,200 km. The rail
network is relatively dense in the area west of the Urals, whereas in other
parts of the country only the Trans-Siberian, Trans-Asia and Turkestan-Siberia
Railways and a few branch lines are of importance. Almost the entire
northern area of the Soviet Union is: without railways. Expansion of the
railway network is planned on a limited scale, with special emphasis on
closing certain gaps and linking new industrial centres with the main railway
lines.
Waterways are of importance in all parts of the country and their extent
was reported as 142,700 km by 1970. Big rivers like the Dniepr, Volga, Ob,
Yenisei, Lena and Amur, together with a system of canals mainly in the
western USSR, carry a considerable volume of freight traffic during the
summer season. Navigation is also extensive in the Baltic, Black, Azov,
Caspian and Okhotsk Seas, and the northern sea route along the north coast is
an important link between the western and eastern USSR.
The road network measured 511,600 km in 1970, with about 80 per cent
of all roads in the western USSR. Due to bad weather or long winters, many
roads cannot be used for long periods each year.
 The Deruluft Fokker F IIIs RR1 and RR3. (Courtesy Lufthansa)

CHAPTER I

Evolution of Soviet Civil Aviation

After the formation of the Soviet state, the Government and Communist
Party took the first steps in organizing civil air transport and establishing its
role in the Union’s system of communications and economy.
On 17 January, 1921, the Sovnarkom (Council of the People’s Commis-
sariat) of the Russian Federation published a statement entitled About Air
Transportation. In this document, signed by Lenin, basic rules were set out to
regulate air transport over the territory of the Russian Federation and her
territorial waters. The significance of this document lies in the fact that, for
the first time ever, the aerial sovereignty of a Russian state was confirmed.
Also issued were clearly defined rules about the operation of foreign aircraft
over Soviet territory.
By order of Lenin, a state commission was set up on 31 January, 1921, to
work out plans for civil aviation in the Soviet Union. This resulted in the
formation of an organization called Glavvozdukhoflot (Chief Administration
of the Civil Air Fleet) which began mail and passenger flights with Ilya
Muromets four-engined aircraft over the Moscow—Orel—Kursk—Kharkov
route on | May, 1921.
In addition to creating a basis for air transport within the Soviet Union,
plans were also prepared for air services operated jointly with foreign states.
Talks were held between the Soviet Union and Germany which led to the
formation of Deruluft, as a combined Russian-German venture, on 11
November, 1921.
 In Russia, a privately sponsored airline was set up under the name
Aviakultura to provide services between Moscow and Nizhniy Novgorod (later
Gorkiy) on the occasion of the annual fair held at the latter city. Over the
period 15 June to 15 August, 1922, eighty-five flights are reported to have
been made with Ilya Muromets aircraft, carrying a total of 405 passengers and
2,500 kg of mail.
Sovnarkom approved plans for the furtherance of civil aviation under the
overall direction of the Red Air Fleet on 3 February, 1923, and this date is
now Officially accepted as the beginning of Soviet civil aviation. By resolution
of the Central Committee of the Party, the ODVF (Enterprise for Friends of
the Air Fleet) was formed on 8 March, 1923*, followed on 17 March, 1923,
by an airline company named Dobrolet, in which Russian state organizations
and a number of commercial enterprises were the principal shareholders.
Dobrolet began regular flights between Moscow and Nizhniy Novgorod on 15
July, 1923.
Also in 1923, two other airlines were established, one being Zakavia
(formed on 10 May) with its headquarters in Tiflis (later Tbilisi) and the other
Ukrvozdukhput based at Kharkov in the Ukraine.

Deruluft - Deutsch Russische Luftverkehrs A.G.

In 1921, negotiations took place between Russia and Germany with a view
to forming an airline as a joint undertaking of the two states. An agreement
signed on 11 November, 1921, in Berlin, set up Deruluft - Deutsch Russische
Luftverkehrs A.G., and the ensuing company’s aircraft were registered in both
Germany and the Soviet Union.
Deruluft began regular services on 1 May, 1922, when the Fokker F.III
registered RR4, flew from K6nigsberg, in Eastern Prussia, to Moscow.
Initially, the service was operated twice a week and was restricted to carrying

* This formation date has also been quoted by Russian sources as 14 March, 1923.

A unit of Deruluft’s ground transport, bearing the airline’s badge and its name in cyrillic
letters. (Courtesy Lufthansa)

2
uy Sunsorojur ‘ouL[dosee
TYY seM uO Jo oY} [PUISIIOyo}eq
Jo 1ynTRs10q 1ayxyO,f
J “s{I] oyuoy) 1910 ‘SPT TAY sem
& Joseied
suejdouow
YIM 94} SUIM peliivd
uo sinus saogeoy} ‘osvposny
sy popesjsnyji
ZTYY sey useq yIngor
se & YONI
TA 10 TV TOAAOT
“IITA AsajénoD) (osunyLfNnT
RR30, one of Deruluft’s Dornier Merkurs, at Konigsberg. On the fuselage side beneath
the cockpit are the words Berlin— Konigsberg—Riga—Moscow. The Merkur D-1079 (left)
was also operated by Deruluft and had been Luft Hansa’s Blaufuchs (Blue Fox).
(Courtesy Lufthansa)
mail. In the winter of 1922-23, a series of special flights was made by
Deruluft between Moscow and Kharkov in the Ukraine. During the summer
season of 1923, the frequency of the K6nigsberg—Moscow service was
increased to four flights a week each way, and on 1 July, 1924, daily
operations began.
Through services between Berlin and Moscow started on 15 June, 1925,
when the German airline Deutscher Aero Lloyd opened a regular service from
Berlin to Danzig and Konigsberg to provide immediate onward connection
with Deruluft aircraft to Moscow.
On 7 June, 1928, Deruluft instigated a new air service linking Riga with
Reval and Leningrad. Extension of this service to KOnigsberg took place in
1930.
In 1922 the journey from Kénigsberg to Moscow took 104 hr but by 1934
the service had been accelerated so that the entire distance from Berlin to
Moscow took only 11 hr.

Deruluft’s ANT-9 URSS-D308 and one of its Junkers-Ju 52/3m aircraft at Tempelhof
Airport, Berlin. (Courtesy Lufthansa)
Deruluft’s Junkers-Ju 52/3m D-AXES Kondor with ski undercarriage. (Courtesy
Lufthansa)

Numerous types of aircraft were employed by Deruluft during the first

years of service. The initial capital was used to acquire eight Fokker F.III
single-engined monoplanes. Later three more were bought, and this type
formed the backbone of the airline’s fleet until 1926. The Fokkers were
replaced with larger Dornier Merkurs which remained in regular service until
1932. When the Riga—Leningrad route was started, in 1928, Junkers-F 13s
were also used. During the last months of Deruluft operations in 1937, the
airline had no fleet of its own but operated aircraft chartered from Aeroflot
and Lufthansa.
The agreement between Germany and the Soviet Union regarding Deruluft
had been renewed in 1926, but finally expired on 1 January, 1937. Deruluft
continued flying until 1 April, 1937, on which date Aeroflot began a regular
service between Moscow and Stockholm and took over the Leningrad—Riga
route of Deruluft, using Douglas DC-3s and ANT-35s (PS-35s). Operations on
the Moscow—K Onigsberg—Berlin route were discontinued and remained in
suspension until 1940 when, as a result of the Ribbentrop-Molotov Pact,
regular flights between Moscow and Berlin were resumed by Aeroflot and
Lufthansa until the outbreak of war between the two countries in 1941.

One of the original Douglas DC-3s purchased by the Soviet Union. It is seen here at
Bromma Airport, Stockholm, while working Aeroflot’s Moscow—Riga—Stockholm
service. (AB Aerotransport)
 Ukrvozdukhput
After the formation of the Russian airline Dobrolet in March 1923, plans
were made to form an airline based in the Ukraine, one of the largest and
most populated of the Soviet republics. A number of banks and commercial
enterprises volunteered to finance an airline named Ukrvozdukhput with an
initial capital of 550,000 roubles. The first aircraft used by the new airline
were two small Dornier Komet IIs supplied by the Stinnes Company. The
Ukrainian airline launched a large campaign to promote its air services for the
transport of passengers and cargo. Regular scheduled flights started on 25
May, 1924, over the Kharkov—Poltava—Kiev route (journey time 3 hr
25 min) and the Kharkov—Poltava—Yelisavetgrad—Odessa route (journey
time 5 hr 25 min). Between 25 May and 1 October, 1924, the Dornier
Komets operated a total of 62 flights on the Kharkov—Kiev line and 31
flights on the Kharkov—Odessa route, without any technical disruptions.
Traffic statistics for the 1924 summer season were given as 760 passengers,
137 kg of mail and 649 kg of cargo carried over a distance of 59,695 km. In
addition to the regular services mentioned, Ukrvozdukhput also made a
number of special flights taking aircraft to Moscow, Simferopol and cities in
the Donbass region.
Early 1925 saw the opening of regular air services between Kharkov and
Moscow, and also between Kharkov and Rostov. After the merger, that year,
of the Ukrainian airline with Zakavia, Ukrvozdukhput gained access to cities
in North Caucasia, on the Caspian Sea and in the Transcaucasian republics.
Thus the foundation had been set for one of the most important air routes in
the USSR, linking Moscow with Baku, Tiflis and Yerevan. Initially, it was
only possible to cover the route in a journey of some three and a half days,
with two night stops.
Ukrvozdukhput continued to expand within the Ukraine by linking Kiev
with Odessa and placing Simferopol on the map of regular air services.
Aircraft operated by the airline included the Stal-2 single-engined mono-
planes, the R-5 single-engined biplanes and the twin- or three-engined ANT-9
monoplanes, as well as the small Sh-2 single-engined amphibians, and, in
1929, Ukraine-built Kalinin K-5 aircraft were introduced to the republic’s
pattern of regular services.

Development in the Twenties

In October 1923, discussions were held in Moscow between representatives
of Dobrolet and the Soviet republics in Central Asia with a view to forming a
sub-division of Dobrolet to be based at Tashkent. This unit was intended to
be responsible for the operation of regular air services and general aviation
activities in the whole of Soviet Central Asia. As part of an agreement
between interested parties, aircraft and staff of Dobrolet were to be
transferred from Moscow to Tashkent.
After completion of preparatory work, services between Tashkent and
Alma Ata started on 27 April, 1924. During the remainder of 1924,
Dobrolet’s Central Asian unit carried a total of 480 passengers and 500 kg of
mail and freight on 210 flights. In 1924, regular operation began on the
Tashkent—Samarkand—Termez—Dushanbe route, with a branch line to
Bukhara, Chardzhou and Khiva.
 In early 1924, Dobrolet applied for a licence to operate a regular service
with marine aircraft from Sevastopol in the Crimea to both Yalta and
Yevpatoriya. Flights began in August 1924, serving Yalta twice a week and
Yevpatoriya four times a week.
Over the period 1925-27, Dobrolet extended its services to Kazan and
regular flights began over the Moscow—Kharkov route. Connections with
Ukrvozdukhput were planned to be available at Kharkov for Kiev, Odessa and
Rostov.
In 1925, 2,000 flights were made over a total distance of 1,000,000 km,
with 14,000 passengers and 127,500 kg of freight being carried. The route
network is reported to have increased to 5,000 km.
As a result of a resolution passed by Sovnarkom, Dobrolet was trans-
formed from a Russian to an all-Union enterprise on 21 September, 1926.
In addition to Deruluft operations between the Soviet Union and
Germany, the first regular international service of Dobrolet was inaugurated
on 20 July, 1926, from Verkhne-Udinsk (later Ulan-Ude) in Eastern Siberia
to Urga (later Ulan Bator) in Mongolia. The second Dobrolet international
service came into being on 14 September, 1926, linking Tashkent and Kabul
in Afghanistan.
Early efforts were aimed at conquering the transport problems over the
vast area of Siberia where, because of climatic conditions, surface transport
faced difficulties for many months of the year. In 1925, Dobrolet undertook
trial flights from Never, a station on the Trans-Siberian Railway, to Aldan and
Yakutsk. Regular flights between Irkutsk and Yakutsk started with small
flying-boats on 10 August, 1928, operating along the Angara and Lena rivers
by way of Balagansk, Gruznovskaya, Ust’Kut, Kirensk, Vitim and Olekminsk.
Exploratory flights were made from Moscow to Irkutsk in 1927, with a view
to starting regular services linking all the main cities along the route. As a first
step, regular mail flights began on 19 September, 1928, between Moscow and
Novosibirsk. In May 1929, this operation was extended to Irkutsk which was
reached from Moscow after a fifty-hour journey.

Dobrolet’s ANT-9 URSS-D309 Wings of the Soviets at Tempelhof Airport, Berlin, on

9 July, 1929, during a round-Europe goodwill flight. (Courtesy Lufthansa)

7
 At the end of 1928, the network of routes in the Soviet Union had
reached a total of 9,300 km. reo ,
Expansion of civil aviation in European Russia, in Siberia and Soviet
Central Asia came under the directives of national plans for the development
of the Soviet economy. In the course of the first Five-Year Plan (1928-32),
emphasis was placed on building up an independent Soviet aircraft industry
capable of supplying suitable types of aircraft for a growing air fleet.

carriage of baby chickens.

Outstanding aircraft designers were Tupolev and Kalinin. The latter

worked for the TsAGI Institute and among his best-known designs were the
Kalinin K-1 and K-5. Production of the K-5 is reported to have run to 260,
and they were used throughout the USSR. In 1929, Tupolev built the ANT-9
with accommodation for nine passengers. Series production of this aircraft
began in 1930 and considerable numbers were delivered to the civil air fleet.
After 1929, the Polikarpov U-2 (Po-2) three-passenger light biplanes were
used on short-haul routes, and the popular Stal-2 appeared on regular routes
in 1931. Nevertheless it has been reported that in 1930, 50 per cent of all
aircraft serving the routes in the Soviet Union were still foreign-built.
Expansion of air routes continued in all parts of the country. In 1929, a
sub-division of Dobrolet was formed in Ashkhabad, Turkmenistan, and a
regular service was started over the 470 km route linking Ashkhabad with
Chardzhou.
The first air service in Kazakhstan, between Alma Ata and Taldy-Kurgan,
was extended to Semipalatinsk in 1930. From there, a branch route went to
Ridder (later Ust’Kamenogorsk) and another route came to connect Semi-
palatinsk with Barnaul and Novosibirsk in 1931.
In the Ural region, an important feeder line was inaugurated in 1930,
connecting Sverdlovsk with Chelyabinsk and Magnitogorsk. Also in 1930, the
first air service in the European North linked Arkhangelsk with Syktyvkar by
way of Bereznik and Kotlas.
 UOJSIOA

QOURTNGUIL

UY
“SUOISIOA

AULUI

dIOM

oIOY}

pUk
Hing

o1oM

so[duiexe

QOO'EE

INOGY

“LZ6I

UI
poreodde

SII}

Z--)

AodIeyyoY

ou,
“Ia
ST
U9VS
 A number of trunk route operations started in August 1931, notably those
linking Moscow with Leningrad, Izhevsk, Stalingrad (later Volgograd),
Astrakhan, Elista and Armavir. A new regular service connected Sochi on the
Black Sea coast with Sukhumi, Kutaisi and Tiflis (later Tbilisi).
In the Soviet Far East, exploratory flights were made from Khabarovsk to
Sakhalin Island, over the Khabarovsk—Nikolayevsk—Okha—Alexandrovsk
route. A gap in the trans-Siberian air route was closed when services were
opened between Khabarovsk and Vladivostok in 1932.
Soviet civil aviation was reorganized in 1930 as a result of the merger in
1928 of Dobrolet and Ukrvozdukhput.

Flagman about to signal the departure of a Stal-3 of Aeroflot. The Stal-3 was a six-seat
aircraft; it first appeared in 1933 and 79 examples were built.
On 23 February, 1930, Sovnarkom abolished the Council for Civil
Aviation by transferring all its functions to the Chief Inspectorate of the GVF
(Civil Air Fleet). This was followed, on 29 October of that year, by the
creation of the All-Union Enterprise of the Civil Air Fleet (VOGVF) under
the direct control of the Council for Labour and Defence. Also on that date,
the Chief Inspectorate of the GVF and the all-Russian enterprise Dobrolet
were dissolved.
In the course of the 1928-32 plan period, 67,000 passengers, 1,000 tons of
freight and 5,000 tons of mail had been carried over a total distance of
17,000,000 km. The network of regular air routes totalled 31,934 km in
1932,

Expansion in the Thirties

On 25 February, 1932, all Soviet civil aviation activities came under the
control of GUGVF (Chief Directorate of the Civil Air Fleet) and, on 25
March of that year, the official title Aeroflot was adopted for the Soviet Civil
Air Fleet.
The Communist Party Congress of 1933 decided on plans for the

10
Shavrov Sh-2 single-engined amphibians first appeared in 1931, and they were used to
provide passenger and mail services to remote areas. They were also used for ambulance
work and fishery patrol.

development of civil aviation in the course of the next five years, to become
one of the main means of transportation, linking all major cities in the USSR.
Plans were also aimed at building up the Soviet aircraft industry in order to
be less dependent on foreign aircraft. Among important new transport
aircraft was the ANT-20 Maxim Gorkiy, at that time the biggest aircraft in
the world. After 1936, a number of twin-engined ANT-35 (PS-35) were used
on Aeroflot’s nationwide network of services.
Air routes were opened up in all parts of the country. In Kazakhstan,
largest of the Central Asian republics, aviation was readily accepted as a
means of improving the internal system of communications. Efforts were
directed at building up a network of trunk routes connecting important
towns in Kazakhstan. In addition, local (MVL) operations started in the
districts of Karaganda, Kustanai, Alma Ata, and North and South Kazakhstan
in the course of 1933. In 1935, Uralsk was given a direct air service to Guriev
on the Caspian Sea and a new line was inaugurated to connect Akmolinsk
(later Tselinograd) with Atbasar, Kustanai, Chelyabinsk and Sverdlovsk. This
provided the first direct link between central Kazakhstan and the growing
industrial centres of the Urals. By 1937, air traffic in Kazakhstan had grown
to 19,320 passengers, 900 tons of mail and 6,432 tons of freight carried.
In Tadzhikistan, early efforts were made to connect the capital, Dushanbe,
with all regional administrative centres. Aircraft started flying regularly to
Khorog, capital of the Gorno-Badakh AO, in 1931. Other routes linked
Dushanbe with Garm, Kulyab and Parkhar.
By 1935, the network of air routes in Tadzhikistan stood at 2,558 km and
the capital Dushanbe was linked with twenty-three points in all parts of the
country. Traffic results for 1937 are given as 15,740 passengers and 6,945
tons of freight carried.
On 8 June, 1934, regular flights started in Kirghizia over the route
Frunze—Rybachie—Karakol (later Przhevalsk). It is reported that operations

Li
began with a fleet of U-2s. In 1935, a daily service was started between
priase and Osh, second largest town in Kirghizia. The aircraft operated by
way of Tashkent as the types then available were not capable of crossing the
Tien Shan mountains.

An Aeroflot Kalinin K-S about to depart. This eight-passenger monoplane appeared in

1929, powered by an M-15 (Bristol Jupiter) engine. The version illustrated was the 1934
model with M-17F water-cooled engine. About 260 K-5s were built.

12
 At the end of 1935, the Turkmenistan Directorate of Aeroflot was formed
with base airports at Ashkhabad and Chardzhou. Aircraft then in use on
routes within Turkmenistan were the G-2 (ANT-6) and the Kalinin K-5. The
republic’s route network increased to 2,000km; by 1936, the number of
Bec totalled 16,500 and nearly 4,500 tons of freight and mail had been
carried.
In the Soviet Far East, regional air services were started from Khabarovsk
to Komsomolsk in 1932 and in 1933 Magadan was reached by way of
Nikolayevsk, Ayan and Okhotsk. In September of that year, the first flight by
a seaplane, flown by Demchenko, was made from Vladivostok to Petro-
pavlovsk in Kamchatka, the journey taking four days over a route which
included Magadan and Palana. In 1934, regular services began between
Khabarovsk and Birobidzhan and Mogocha, to connect with flights to Chita
in Eastern Siberia. Local (MVL) operations were started in the Magadan
region in 1934. In the same year, a regular air service opened in Kamchatka,
linking the capital Petropavlovsk with Ust’Kamchatsk and Tilichiki.
At the end of the second Five-Year Plan period in 1937, Aeroflot had
extended its network of services to 93,300 km, of which 35,000 km were
purely local (MVL) routes.
In 1938, the third Five-Year Plan was due to begin. Plans drawn up for the
development of civil aviation were aimed at improving technical facilities and
installations at main airports in all areas of the Soviet Union, and this
therefore resulted in an airport construction programme. In addition to
improving aerial communication between the country’s main cities, efforts
were to be made in the course of the five-year period to expand local (MVL)
routes. Short-haul routes in northern regions and in the Far East brought
regular air service to many of the smaller settlements for the first time. In
1940, 337 local (MVL) routes were operating on a scheduled basis.
The series production of the twin-engined PS-84 (licence-built DC-3),
began in 1939 and this type was later to become the principal airliner serving
the trunk routes.
The extent of the nationwide network of air routes is given as 146,000 km
for mid-1941 and among the longest routes were those linking Moscow with
Tbilisi (by way of Baku), Tashkent and Vladivostok. Principal aircraft flying
passenger services were the PS-35 (ANT-35), PS-84 (DC-3), PS-39, PS-40
(version of the SB-2), PR-5, PS-9 (ANT-9), U-2 (Po-2) and Stal-3. In 1939,
the large six-engined ANT-20bis (PS-124) was introduced into regular service
over the route Moscow—Mineralnyye Vody. This type was able to carry 64
passengers and had a cruising speed of 275 km/h.
During the winter of 1939-40, pilots and technical staff of the Soviet civil
air fleet were involved operationally in the war with Finland and over the
period from 10 December, 1939, to 20 March, 1940, civil transport aircraft
carried 33,845 military personnel and 2,664 tons of cargo.

Aeroflot at War
Soviet Russia was invaded by German forces on 22 June, 1941. On the
following day the Sovnarkom (Council of the People’s Commissariat) placed
the Civil Air Fleet under the direct control of Narkomat, and the mobiliz-
ation of Aeroflot flight crews and technical staff followed. At a meeting in
the headquarters of the Chief Directorate of the Civil Air Fleet (GUGVF) in
13
Moscow, it was decided to form special air detachments to provide the Red
Army with a fleet of transport aircraft for special transport and liaison duties.
Among the more important aviation groups set up were the following:
Moscow Aviation Group for Special Purposes, Special Aviation Group for
Liaison Purposes, Northern Aviation Group, Kiev Aviation Group, and
North-Caucasia Aviation Group.
At the beginning of World War II in Russia, numbers of PS-35 and PS-43
transport aircraft of the Civil Air Fleet were assembled at Moscow’s Central
Airport to be readied for their special wartime duties. Among the important
tasks later performed by Aeroflot were supply missions to such beleaguered
cities as Leningrad, Stalingrad, Kiev, Odessa and Sevastopol.
When a strict German blockade of Leningrad became effective over the
period 10 October to 25 December, 1941, transport aircraft flew nearly
6,235 tons of vital supplies to the city and assisted with the evacuation of
some 50,000 people, among whom were many highly skilled technicians, and
13,208 wounded soldiers. PS-84s (later designated Li-2) were extensively
engaged in these operations, and their approach towards Leningrad was
carried out from the east over Lake Onega.
In 1942, air communication was established between Moscow and key
points on the Kuban war front, by way of Saratov, Guriev, Krasnovodsk,
Baku and Tbilisi. A major air base was built at Guriev as most aircraft flying
this route had to make a night stop there.
In the course of the Crimean offensive, civil transport aircraft successfully
made 229 night landings at the airport of beleaguered Sevastopol. Between 21
June and 1 July, 1942, Sevastopol was provided with 218 tons of supplies
and a total of 2,162 people were airlifted out, including 1,542 wounded.
> ES ones & Say
bes =

A camouflaged PS-84, or Lend-Lease Douglas C-47, over Vnukovo Airport, Moscow,

during World War II, with others of the same type on the ground.

14
 “Saws, Rie. te

A camouflaged Lisunov Li-2 (formerly known as PS-84) on arrival at Vnukovo Airport,

Moscow, from Simferopol.
During the critical stages of the German-Russian war at Stalingrad,
Aeroflot flew 46,000 missions to this city, bringing in 2,587 tons of vital
supplies and ferrying some 30,000 men. The Stalingrad operation was
undertaken over the period August 1942 to February 1943. After the defeat
of the German Army at Stalingrad, Soviet technicians set about recon-
ditioning eighty Junkers-Ju 52/3m transports which had been captured from
the Germans. These aircraft were then placed at the disposal of the Civil Air
Fleet and later operated regular air services in various parts of the USSR.
A reorganization of the Red Army Transport Command took place in the
second half of 1942 when several aviation groups of GUGVF were reshaped
to form part of the air regiments of the Soviet Army. In 1943, those divisions
of Aeroflot engaged in special transport and liaison duties, undertook
466,035 missions and carried 351,674 men.
In so far as European Russia was concerned, the war brought all Aeroflot’s
civil flying to a standstill. The front line ran from Leningrad to Moscow and
Rostov and this prevented cities to the west of this line being provided with
any air services at all. However, shortly after the ending of the German
blockade of Leningrad, Aeroflot resumed regular services between Moscow
and that city. In the latter half of 1943, Aeroflot re-started regular mail and
passenger flights over the Moscow—Orel—Kursk—Kharkov and Moscow—
Voronezh—Lugansk (Voroshilovgrad)—Stalino (later Donetsk) routes, the
first service to Kharkov being flown on 25 September, 1943.

15
 In regions of the Soviet Union unaffected by war activities, civil flying was
maintained by Aeroflot in accordance with Soviet Air Force and Army
requirements. Services between Moscow and major cities in the Ural, Siberia
and Central Asia were flown on a near regular basis. Operations to the capital
cities of the Trans-Caucasian republics were made over a devious routing
which involved flying along the eastern shore of the Caspian Sea.
During the war in Russia, aircraft of the Civil Air Fleet relegated to special
tasks flew 1,595,943 missions, of which 83,782 were by night, carrying
1,538,982 men and 122,027 tons of cargo.

The Early Post-War Years

It was the western part of the Soviet Union which had been most seriously
affected by the war and great damage had been done to airports, terminal
buildings, maintenance hangars and air traffic control installations. In order
to restore some of these essential facilities, much assistance was offered by
Aeroflot units of the Ural, Western and Eastern Siberia, the Far East and
Central Asia, to those units most paralysed by the war, namely the Ukraine
and Byelorussia. A great deal of work was also aimed at strengthening the
Aeroflot North and North-Caucasia units, and the smaller units of Karelo-
Finland, Estonia, Latvia and Lithuania.
Between 1943 and 1945, Aeroflot had resumed regular services from
Moscow to Leningrad and to cities in the Ukraine. After completion of some
of the repair work at various airports, Aeroflot was in a position to operate
regular flights from Moscow to most of the important centres in the
European USSR. By the end of 1945, the volume of passengers carried had
increased to nearly 537,000 compared with 359,000 in 1940, the last full
year before the start of the war.

e om f Fs, Bas em i a Or 45 i =
An early post-war picture of Lisunov Li-2s being refuelled at Vnukovo Airport, Moscow.
The Aeroflot badge is visible on the nose of the nearest aircraft.
\

16
An Tlyushin I-12, probably the first prototype. In the background can be seen a large
four-engined aircraft which appears to be the original piston-engined Ilyushin II-18.

One of the directives of the Soviet Government for civil aviation in the
course of the five-year period 1946-50 was the improvement and expansion
of direct service between Moscow and the capitals of the union republics, and
to the administrative and important industrial centres. Aeroflot was allocated
a considerable number of transport aircraft which had been specially built
during the war. Li-2s became the backbone of the Civil Air Fleet, and they
were heavily relied upon to operate a nationwide network of passenger and
freight services, with Moscow as focal point. In the 7 July, 1945, issue of
Izvestiva the head of Aeroflot, Lieutenant-General Semenev, commented that
Moscow, as the all-Union capital, was linked daily with all the capitals of the
Union republics, except Alma Ata and Stalinabad (later Dushanbe) which
were served every other day. Holiday flights were operated to Simferopol,
Sochi and Mineralnyye Vody and a new direct service between Moscow and
Krasnodar established the latter city as an additional gateway to the Caucasus

Passengers from Tashkent disembarking from an Aeroflot Ilyushin [1-12 at Vnukovo

Airport, Moscow, on 25 May, 1948, on the day of the introduction of summer
schedules.

17
mountain holiday region. The route Moscow—Khabarovsk was flown every
three days. It was claimed that the Civil Air Fleet was to receive 1,000
aircraft released from their former war duties. In 1946, a new service from
Moscow to Vorkuta, by way of Gorkiy, Kirov, Syktyvkar and Ukhta, was a
first stage of the projected route to Norilsk. In the Soviet Far East, a direct
service between Khabarovsk and Yuzhno-Sakhalinsk was inaugurated, and in
Central Asia daily flights were started between Tashkent and Nukus. Also in
the course of 1946, local (MVL) services were started in the Kharkov,
Lugansk (later Voroshilovgrad) and Kherson districts of the Ukraine and
expansion of such services was reported for the Arkhangelsk district.
Pat

Passengers boarding an early production Ilyushin Il-12 at Vnukovo Airport, Moscow, in

1948.

On 22 August, 1947, Aeroflot introduced the Ilyushin Il-12 to scheduled

operations on routes of all-Union importance. The twin-engined I-12 was the
first major Soviet aircraft designed after the war. Its role was to supplement
the existing Li-2 on trunk routes. The I]-12 was essentially a development of
the Li-2 airliner, offering improved technical performance and increased
seating capacity, as well as greater speed. It is believed that [l-12s were
introduced on scheduled operations in May 1948 from Moscow to Tashkent;
Baku and Ashkhabad; Kiev and Odessa; and Kharkov and Simferopol. Also in
that month, Il-12s began operating from Moscow to Khabarovsk, with an
elapsed time of twenty-seven hours.
At about the same time as the Il-12 appeared, the original four-engined
Ilyushin I-18 aircraft was added to the Aeroflot fleet. This was a piston-
engined aircraft and should not be confused with the much later propeller-
turbine type. At that time, the [I-18 was Aeroflot’s biggest aircraft, providing
accommodation for 60 passengers plus baggage. Its cruising speed was 510
km/h and it could fly a sector distance of 2,500 km. There is evidence that
ll-18 aircraft were operated on some long-distance routes incuding Moscow to
Yakutsk, Khabarovsk, Vladivostok, Alma Ata, Tashkent, Sochi, Mineralnyye
Vody and Tbilisi, but its service with Aeroflot was short-lived. These

18
 r
GVYONINITWY NITTWL d YSNVWENIN

f
son
AN
entree
SS 7
VYONINAT—~_\
ene
SakYSNIW

eo fi}
oS) Ye YVAALAS VIMO

MSLANWA

IWAHYNS
\
ning YSNIWHIIO

19
istila AaiuND AaIYND sny
WSNISNALNY pe
ASUaA
NY )\ WIHovHw!
YSUVAONSWUM MSNITWHVS-ON

d AIWSnHza vanvovuyy MSAOYVEVHY

WED: YSGOAONSeo YSNILWIW4lWas Gare
3qn-nvin

MHSY_qyayVaWVHYHS INJYHSV.1— WOLSOAIGVIA

J2NNUS
@ VINTV VLV
}

“| yunIy, SajNoY
Ul 8h6I
 long-distance operations are believed to have been taken over by Il-12s during
1950;
In March 1948, Aeroflot took delivery of the Antonov An-2 single-engined
biplane for use on local air routes and for general aviation activities. An-2s are
reported to have begun scheduled operations in Central Russia. In later years,
much of the development of local (MVL) services could be attributed to this
particular aircraft which, as it was built in very large numbers, operated for
Aeroflot in all parts of the Soviet Union.
By 1950, the last year of the first post-war Five-Year Plan period,
Aeroflot’s route network had grown to 295,400km and in that year
1,603,700 passengers, 151,070 tons of freight and 30,580 tons of mail were
carried. It is to be noted that during this period night flying began on a
regular basis on the Moscow—Khabarovsk trans-Siberia trunk route and also
on the Moscow—Tashkent route. This eliminated the need for night stops on
many transcontinental flights and consequently reduced journey times. In
1949, an additional Moscow airport, Ostafyevo, was opened to regular
services, and flights from Ostafyevo served destinations in the Black Sea area.
This new airport was the fourth serving Moscow, the others being Vnukovo,
Bykovo and Lyubertsy.

The Fifth Five-Year Plan (1951-55)

Plans for civil aviation, contained in directives for the development of the
Soviet economy, placed emphasis on provision of night flying equipment at
airports at all major cities which had so far been restricted to daylight
operations which imposed heavy penalties on aircraft utilization. With an
increase in the number and availability of aircraft, Aeroflot was able to offer
improved service to all important cities in the USSR and to expand the
network of all-Union and local (MVL) services. It has been reported that 700
destinations in all parts of the country were receiving regular air service by
1952:
By 1950, Il-12s had replaced the I-18 piston-engined airliners. With a
standard seating capacity of twenty-one, Il-12s were operating many long-
distance routes, supported by Li-2s.
Aeroflot’s 1953 summer timetable highlighted improvement of service on
many routes. The frequency of trunk route flights from Moscow to Vladi-
vostok, Khabarovsk, Chita, Irkutsk, Krasnoyarsk and Novosibirsk was
increased, and flights to all the Union capitals were operated on a daily basis.
¥

An Ilyushin H-12B. This was an improved version with dorsal fin.

20
On services to the Black Sea/Caucasus area, Mineralnyye Vody received daily
service; and Sochi and Simferopol, three a day. New services were introduced
from Moscow to Murmansk, by way of Leningrad, and to Nukus, capital of
the Karakalpak ASSR in Central Asia. There was also improvement in service
from other important cities such as Leningrad, Riga, Minsk, Kiev, Kuybyshev
and Sverdlovsk.
On 30 November, 1954, the Ilyushin Il-14P twin-engined airliner, a much
refined development of the I-12, entered service with Aeroflot. This new
aircraft came to play an important rdle in the operation of all-Union air
services.
Rapid expansion of civil air transport called for a structural change in the
organization of GUGVF, which was placed under the immediate control of
the Soviet Government’s Council of Ministers.
At the end of the five-year period of the economic plan in 1955,
Aeroflot’s traffic had increased to more than two and a half million
passengers, plus 63,760 tons of mail and 194,960 tons of freight. The route
network had been extended to 321,500 km.

The Dawn of a New Era

At the 20th Communist Party Congress, held in Moscow in 1956,
resolutions were passed for the future expansion of the nation’s economy
over the period 1956-60. Aeroflot’s activity in all spheres of its widespread
tasks was to be increased 3-8 times to double its level, and passenger traffic
target was to reach 16 million by 1960. To achieve this, Aeroflot was to
phase in new high-capacity turbojet and propeller-turbine aircraft on
domestic trunk routes and on important lines linking the Soviet capital with
key cities abroad. Airport facilities were at the top of the list of the general
air transport modernization programme for the main cities.
In 1956, Aeroflot’s fleet consisted of large numbers of Li-2, I-12 and I-14
airliners flying the trunk routes, and An-2 and Yak-12 aircraft for the
short-haul services. The addition in that same year of the 50-passenger
Tupolev Tu-104 twin-jet airliner to the Aeroflot fleet was an important step
of far reaching consequence. Scheduled passenger services by the Tu-104
began on 15 September, 1956, over the Moscow—Omsk—Irkutsk route. The
journey time between Moscow and Irkutsk was reduced to under seven hours,
which compared with nearly eighteen hours by conventional aircraft. On 12
October, 1956, the Tu-104 was introduced on the Moscow—Prague route.
Aeroflot thus leapt straight from the small piston-engined aircraft to the pure
jet, in contrast with the Western Worid where air transport had progressed
throughout the 1950s with large piston-engined airliners.
In 1957, a modified version of the Tu-104, the Tu-104A, appeared with a
seating capacity for 70 passengers. Aeroflot extended its jet services to
Sverdlovsk and Novosibirsk, and by January 1958 Vladivostok was included
in the pattern of jet express services which, by mid-1959, spanned the entire
width of the Soviet Union from Leningrad to Petropavlovsk in Kamchatka.
The acquisition of jet aircraft enabled Aeroflot to begin redeployment of
piston-engined aircraft to improve and expand air services nationwide. In
1957, Moscow was given a new through service to Norilsk, an emerging
industrial centre in northern Siberia, and regular operations started to the

21
22
oy], }OIAOS S,UOTUL,
1SIIJyof jIOdsueN
awedse & 9j0]dw09 ostidinsusyMoy} odAjoj01d aspodny, pOI-n] poysia uopuoT Wodiy
MoIY}ROH
UO ZZ ‘YoIR|W “9C6T oYL ‘edAjojo1d ‘OOPST-USSS
SI UDeS (74314) IoY}0S0}
YIM HSTTI PUL HSTET Ie MOIYIRAH
Ul oY} A[1e9
WedJO ‘QCBT a10Jaq
ay} odA} polajus Ie[N3a1 “9O1Alasay) (aunjdoday
A Tupolev Tu-104 being loaded at Vnukovo Airport, Moscow, prior to operating the
cargo/mail service linking the capital with Omsk, Irkutsk and Khabarovsk.

new Siberian towns of Bratsk and Mirnyy. There was notable improvement in
the operation of feeder services from Moscow to the Central Russian cities of
Kursk, Voronezh, Tambov, Lipetsk, Ivanovo and Kostroma.
It is recorded that the network of all-Union air routes in the Soviet Union
reached 349,200km in 1958, and during that year Aeroflot carried
8,231,500 passengers, and 445,600 tons of mail and freight. Fifteen per cent
of Aeroflot’s all-Union services were flown with jet aircraft.
The 1956-60 economic plan was superseded by a Seven-Year Plan covering
the period 1959-65.

The Seven-Year Plan (1959-65)

The 23rd Party Congress decided to establish civil aviation as one of the
principal means of domestic transport. The objectives were planned to be
achieved by supplying Aeroflot with new jet and propeller-turbine aircraft,
and by the construction and modernization of airports at many important
cities in all parts of the Soviet Union. Aeroflot was to expand its network of
all-Union trunk routes with the new aircraft placed at its disposal and to
improve local (MVL) service to many smaller towns by introducing Li-2 and
Il-14 aircraft released from trunk route operations.
In 1959, Aeroflot introduced two new types of aircraft: the Antonov
An-10 and Ilyushin I]-18. Both types were propeller-turbine powered, and
their design met specific Aeroflot requirements. Il-18s began regular service
with Aeroflot on 20 April, and An-10s on 22 July.
The gradual build-up of a fleet of jet and propeller-turbine aircraft enabled
Aeroflot to offer to its travelling public service with modern aircraft between
twenty-one cities during the 1960 summer season, but technical difficulties

23
Apron scene at Vnukovo Airport, Moscow, in 1961. Two versions of the Ilyushin II-18
can be seen with, top right, a Tupolev Tu-104B and an Antonov An-10.

experienced with the operation of An-10 and I-18 aircraft resulted in these
new types being temporarily withdrawn from regular service in the last
quarter of 1960.
On 24 April, 1961, Aeroflot introduced into regular service the world’s
largest airliner: the Tupolev Tu-114, which inaugurated nonstop flights over
the 6,980 km Moscow—Khabarovsk route with a journey time of 8 hr 20 min.
1961 was an outstanding year for Aeroflot in that the airline operated a
fleet of Tu-104, An-10 and II-18 airliners in hitherto unprecedented numbers.
Forty-one cities in all parts of the country were given service with modern
aircraft, and 50 per cent of the all-Union services were operated by jet and
propeller-turbine equipment. Passenger traffic in 1961 soared to 21-8 million,
significant proof of progress towards mass transport by air.

Passengers boarding an early example of the Ilyushin II-18.

24
25
—
Ro‘ co
WN

uy joTjoloy Aojodny],
[-N],
pT BULATIIL
je UOpUOCT WodITY MOIYeAY
UO& 1oJIeYD USI ay) (aunjdosap
The Polar Aviation Ilyushin I]-18 SSSR-75743 at Sheremetyevo Airport, Moscow, on 15
December, 1961, prior to a flight to the Antarctic.

Of importance in 1961 was the opening of regular services from Moscow

to Magadan and Gizhiga in eastern Russia, via Tiksi, and to Pevek and
Anadyr, via Khatanga or Tiksi, the flights being operated with Il-18s of
Aeroflot’s Polar Aviation Directorate. There was also improvement in service
to most destinations in Siberia, in particular to Irkutsk, Krasnoyarsk,
Novosibirsk and Omsk. Direct air services were inaugurated between Moscow
and regional centres of Byelorussia and Lithuania, and feeder services from
Moscow to cities in Central Russia were expanded.
By 1962, modern aircraft were operating 62 per cent of the all-Union
services. Aeroflot introduced the Tupolev Tu-124 jet and Antonov An-24
propeller-turbine airliners into regular service in October of that year, thus
initiating the build-up of a network of medium- and short-haul routes. 1963
saw the first An-10 flights to Ufa and Il-18 flights to Chelyabinsk,
Arkhangelsk, Murmansk, Gorkiy and Tselinograd. In 1964, modern jet or
propeller-turbine aircraft operated to another thirty-two cities. An-10s were
serving thirty-eight cities; Il-18s, forty-nine; Tu-124s, twenty-four; and
Tu-104s, nineteen. One hundred cities were served directly from Moscow,
forty-four from Leningrad and thirty-eight from Kiev. Mineralnyye Vody was
linked with forty-eight cities in all parts of the Soviet Union, emphasizing the
importance given to Aeroflot’s operation of holiday air services. The network

One of Aeroflot’s large fleet of Antonov An-24s.

26
of all-Union services was reported to have reached 400,000 km in extent, and
the 1964 total passenger volume climbed to 36,800,000.
In 1965, the last year of the Seven-Year Plan period, Aeroflot inaugurated
sixty new air routes. New airport construction together with modernization
enabled expanded flight operations with modern aircraft. Notable was the
increased service of Tu-124s and An-24s, while Il-18s became the standard
equipment on long-distance routes. Aeroflot carried 42,100,000 passengers in
1965, compared with 12,200,000 at the beginning of the plan period.

Progress in the Sixties

By 1966, aviation was firmly established as one of the principal means of
transport. With a growing fleet of jet and propeller-turbine aircraft, Aeroflot
had succeeded in building up its passenger traffic to reach 47,200,000 in
1966 by serving a domestic route network of 474,600 km.
The eighth Five-Year Plan, for the period 1966-70, had the objective of
increasing passenger traffic to an annual total of about seventy million. In
order to reach this target, the plan called for improvements in the technical
and commercial utilization of Aeroflot’s fleet of Il-18s, An-10s and Tu-104s.
New types of aircraft were to be introduced into service, and a total of forty
airports of all-Union importance and over 200 for local (MVL) operations
were to be built. Passenger handling facilities were to be greatly improved due
to extensive mechanization and the introduction of computers for seat
reservations.
Aeroflot’s achievements over the period 1966-70 were remarkable. Total
passenger traffic for the five years is given as 302,200,000, and 6,470 million
tons of freight plus 1,630 million tons of mail were carried. All-Union service
was extended over another 350 routes. Over 1,000 local (MVL) routes were

One of the prototype Yakovlev Yak-40s at Sheremetyevo Airport, Moscow, with one of
the airport’s terminal buildings in the background.

2
inaugurated, and all-cargo services were started on forty routes. By 1970,
Aeroflot was serving over 3,500 points in the Soviet Union, and it has been
reported that about 400,000 passengers a day were travelling on the airline’s
services at the peak of the 1970 summer holiday season. On all-Union
services, 90 per cent of the passengers were carried by propeller-turbine and jet
aircraft.
New Kamov Ka-26, Mil Mi-8 and Mi-2 helicopters were added to the fleet.
In 1967, the Ilyushin Il-62 and Tupolev Tu-134 jet aircraft began scheduled
passenger operations, and, in September 1968, the Yakovlev Yak-40 trijet
for short-haul operations was introduced into regular service.
Internationally, Aeroflot expanded its network of routes to a further
twenty-seven destinations in North America, Europe, Africa and Asia;
Leningrad was given direct air service to eleven cities in Scandinavia, Western
and Eastern Europe; Yerevan and Vilnius also became international gateways
to the Soviet Union.
On 14 November, 1970, the Soviet Union became the 120th member state
of ICAO — the International Civil Aviation Organization.

The Ninth Five-Year Plan (1971-75)

Plans announced at the 24th Party Congress in April 1971 called for a 1-7
times increase in Aeroflot’s passenger traffic to an annual total of 115 million
by 1975. The target figure for 1971 itself was 79,300,000 passengers. The
biggest increase in the volume of traffic is planned to take place on routes
longer than 500km. To cope with the intended augmentation of traffic,
Aeroflot’s central timetable of all-Union services showed 2,868 flights, an

SSSR-85021, a pre-production Tupolev Tu-154, seen flying in the

Kuybyshev area in the
autumn of 1972.

28
 The prototype Tupolev Tu-144 supersonic transport was the first aircraft in this category
‘to fly — on 31 December, 1968. The Tu-144 first achieved Mach 2 in May 1970.
(Aeroflot)

addition of 354 flights over the summer 1970 season. In the course of the
1971 summer period, 35 trunk routes were planned to be inaugurated, and
local (MVL) flights on another 150 routes.
Over the period 1971-75, it was planned that the Aeroflot fleet be
supplemented with [l-62 and Tu-134 jets for long- and medium-haul routes
and with An-24 and Yak-40 aircraft for short- and medium-haul operations.
In the early stages of the five-year period, it was intended to introduce the
new Tu-154 trijet, but operations with the supersonic Tu-144 will start at a
time as yet unspecified. Mi-8, Mi-2 and Ka-26 helicopters and Yak-18T air
taxis are also being delivered to Aeroflot in considerable numbers, and the
airline is also planning to introduce Czechoslovak-built L-410 feeder aircraft
on local (MVL) services.
By 1975, it is estimated that nearly all of Aeroflot’s all-Union services will
be flown with jet and propeller-turbine aircraft. The corresponding figure for
1970 was 93-2 per cent for all-Union services and about 30 per cent for local
(MVL) flights.
Airports at many cities throughout the Soviet Union will have new or
extended airport terminal buildings to handle the increased passenger traffic,
notably at Voronezh, Tbilisi, Baku, Vologda, Arkhangelsk, Pavlodar and
Volgograd, while passengers will be offered improved facilities at towns
served only by local (MVL) flights. Tyumen, Surgut and Tiksi are among the
cities to have new airport hotels, and many more are planned for points
where interline traffic from local (MVL) flights to all-Union trunk route
services is on the increase.

nS)
One of a group of six Ilyushin II-12s being hoisted onto the Soviet ship Ob for an
expedition to the Antarctic in 1957.

CHAP TERI

Framework of Civil Aviation

The official Soviet Air Code consists of 145 sections, and an appendix
which describes the emblem of the Soviet Civil Air Fleet and its flag shown
on aircraft. The Air Code sections are contained within ten chapters:
Sections 1-8 General Principles
Sections 9-17 Aircraft
Sections 18-26 Crews
Sections 27-43 Airfields
Sections 44-69 Soviet Air Space
Sections 70-80 International Air Services
Sections 81-119 Carriage of Passengers, Cargo and Mail on Domestic
NUYNDMNBRWN
Routes
Sections 120-136 Carriage of Passengers, Cargo and Mail on Inter-
national Routes
Sections 137-140 The Role of Civil Aviation in the Nation’s Economy
. Sections 141-145 Penalties

30
The following is a summary of its most important points:

1. General Principles
Air transport in the Soviet Union is a monopolistic function of the State,
with its role firmly established in the general pattern of communications.
Soviet international and domestic air services are the responsibility of
Aeroflot, a Government-owned institution controlled by the Ministry of Civil
Aviation (MGA). Before the formation of a separate ministry, Aeroflot was
controlled by GUGVF, the Chief Directorate of the Civil Air Fleet, set up in
1932. When the new ministry was established, E. F. Loginov was appointed
Minister of Civil Aviation.
No Soviet organization other than Aeroflot may operate air services over
the territory of the Soviet Union and, according to the Soviet Government’s
plans, Aeroflot’s main task is to provide the country with an efficient air
transport system in the light of an expanding economy.
Government bodies, industrial enterprises, agricultural organizations and
similar institutions are permitted to hire Aeroflot aircraft for business
purposes.

2. Air Space over the Soviet Union

In the Air Code it is stated that the Soviet State has exclusive sovereignty
to all air space over the entire territory of the Soviet Union, including the
space over land, coastal waters, rivers and lakes.
All civil flights of Soviet and foreign aircraft in Soviet air space are subject
to Soviet law and regulations, which also govern flights of Soviet aircraft
abroad, unless laws of the countries visited have to be adhered to.
All foreign aircraft flying to or across Soviet territory must keep to
specified airways and are permitted to land only at pre-selected airports. The
law covering cases of emergency appears to be similar to that established by
the Chicago Convention, although the Soviet Union is not a signatory to that
agreement.

3. Aircraft
Aircraft employed for civil duties are entered in the Soviet State Register.
All aircraft bear the registration CCCP which are the cyrillic letters for SSSR.
Aircraft are required by law to display their identification on wings and
fuselage or tail fin. Before aircraft are authorized to operate, they must have a
certificate of airworthiness.

4. Air Crews
The Air Code establishes that all personnel on board Soviet aircraft must
have Soviet citizenship and must be properly licensed to undertake flying
duties.
Provisions are made for the training, licensing and identification of air
crews. The aircraft commander is in full control of the aircraft and is
entrusted with the safety of the rest of the crew and of the passengers and
freight on board. In case of emergency to his or other aircraft nearby, the
aircraft commander is entitled to take whatever action is deemed necessary,
and both the crew and passengers must accept his judgement without
question.

31
A group of Moscow-based Aeroflot stewardesses outside the Domodedovo Airport
terminal in 1967.

Military Air Transport and Aeroflot

Before World War II and until 1948, Soviet civil aviation was directly
controlled by the Ministry of Defence and closely linked with the Soviet Air
Force. Eminent leaders of Aeroflot, like Marshalls Zhigarev and Loginov, had
a military background as heads of the Soviet Tactical Air Force. Most of
Aeroflot’s administrative and technical staff have had practical flying experi-
ence through their active service with the Air Force.
As a transport reserve for the Soviet Tactical Air Force, Aeroflot is an
important factor. The numerically vast fleet of jet and propeller-turbine
aircraft can be called upon in a national emergency to provide the Tactical
Air Force with an outstanding airlift potential. Apart from large-capacity
aircraft like the Tu-104, I-62 and []-18, Aeroflot’s sizeable fleet of special
cargo aircraft and helicopters could easily be adapted for special transport
tasks in any emergency. The present number of base airports at more than
120 major cities, where certain types of aircraft are grouped together in

One of Aeroflot’s fleet of 70-passenger Tupolev Tu-104As at Vnukovo Airport, Moscow.

Be
operating units, would add flexibility to the Soviet Tactical Air Force. As is
commonly known, most types of Soviet-built aircraft are also the backbones
of the airlines and air forces of countries in Eastern Europe, thus increasing
the potential strength of a combined military air transport system.

Organization of Civil Aviation

After the creation of GUGVF (Chief Directorate of the Civil Air Fleet —
Aeroflot) on 25 February, 1932, a basic structure was established for the
operation of air services and has been retained ever since. The Civil Air Fleet
was set up with several sub-divisions, each of which was allocated a certain
geographical area of the Soviet Union with the responsibility of providing
regular services and looking after general aviation activities.
At 19 May, 1934, the sub-divisions of Aeroflot — officially termed
‘Territorial Directorates’ — were as follows:

Territorial Directorates
Azov- Black Sea — (Rostov) Trans-Caucasus (Tiflis)
Central Asia (Tashkent) Ukraine (Kharkov)
Far East (Khabarovsk) Ural (Sverdlovsk)
Kazakhstan (Alma Ata) Volga (Kuybyshev)
Moscow (Moscow) Western Siberia (Novosibirsk)
North (Leningrad)
Three more operational units came into being in the 1940s: the Latvia
Aviation Group set up on 9 July, 1943; the Estonia Aviation Group on
1 October, 1943; and the Lithuania Aviation Group during 1944.
After World War II, additional sub-divisions of Aeroflot came into being,
so that the organization of the Civil Air Fleet coincided largely with the
administrative regions of the USSR. The more important air fleet divisions
were called ‘Territorial Directorates’; the less important ones, “Aviation
Groups’, depending on their part in the operation of USSR domestic air
services.
In 1955, the following organization made up GUGVF Aeroflot:

Territorial Directorates
Azerbaydzhan (Baku) North (Leningrad)
Byelorussia (Minsk ) North-Caucasia (Rostov)
Eastern Siberia (Irkutsk) Turkmenistan eee
Far East (Khabarovsk) Ukraine Kiev)
Georgia (Tbilisi) Ural (Sverdlovsk)
Kazakhstan (Alma Ata) Uzbekistan (Tashkent)
Krasnoyarsk (Krasnoyarsk) Western Siberia (Novosibirsk)
MUTA (Moscow) Yakutia (Yakutsk)
Aviation Groups
Armenia (Yerevan) Magadan (Magadan)
Estonia (Tallin) Moldavia (Kishinev)
Kirghizia (Frunze) Syktyvkar (Syktyvkar)
Latvia (Riga) Tadzhikistan (Dushanbe)
Lithuania (Vilnius)
33
 As a separate unit working independently of GUGVF, the flying body of
Glavsevmorput (Chief Directorate of the Northern Sea Route), had been
looking after air services and general flying activities in Arctic and Polar
regions since 1932. This unit was merged with Aeroflot on 3 January, 1960,
and renamed Polyarnaya Aviatsiya (Polar Aviation Directorate).

= eS Se ; is

Aeroflot’s Polar Aviation aircraft play a major role in assisting scientific research in the
Arctic. Seen here is a Lisunov Li-2 with ski undercarriage.

Coinciding with the build-up of international air services, the Aviation

Group for International Air Services was established in 1960 as a sub-division
of MUTA (Moscow Directorate of Transport Aviation). The aviation group
became an independent operating unit in 1964 under the title TUMVL
(Transport Directorate for International Air Services). It was renamed
TsUMVS (Central Directorate of International Air Services) in 1971, using
the trading name Aeroflot - International Airlines.
The introduction of new types of jet and propeller-turbine aircraft from
1956, and the resultant expansion of Soviet domestic services, led to a
specialization of tasks for some Aeroflot directorates with regard to the
operation of regular air services. MUTA (Moscow Directorate of Transport
Aviation) had, until 1962, been responsible for long-haul services from
Moscow and for the operation of local (MVL) services in Central Russia. The
latter responsibility was handed over to a newly created directorate called
MTU ASPiMVL (Moscow Directorate for Special Tasks and Local Air
Services). Operations started during the summer of 1962 from the two main
base airports of Moscow-Bykovo and Voronezh. MUTA thereafter concen-
trated its work on regular services from Moscow to destinations in the North,

34
Siberia, the Far East, and to selected destinations in the Black Sea/Caucasus
area. It also became largely responsible for operations on the important
holiday route from Moscow to Sochi.
In 1964, the important step was taken of relinquishing the existing
structure of GUGVF as it was felt that the organization of the Civil Air Fleet
had become outdated and unable to cope with present day requirements in
the light of the continuing progress of civil aviation. On 27 July, 1964, the
Ministry of Civil Aviation (MGA) (Aeroflot) was formed under the leadership
of E. F. Loginov.
With the introduction of the Aeroflot 1966 timetable for all-Union
services, all the existing aviation groups were renamed ‘Directorates’ and the
word ‘territorial’ was dropped from the names of the other directorates.
MUTA became MTU (Moscow Transport Directorate).
After 1966, a number of aviation groups were established, operating as
independent units within a directorate. The largest known units were the
Saratov Aviation Group of the Volga Directorate, the Arkhangelsk Aviation
Group of the Northern Directorate and the Kamchatka Aviation Group of the
Far East Directorate.
In 1973, the civil aviation structure was as shown in Appendix 3.

Apron scene at Domodedovo Airport, Moscow, with passengers disembarking from a

Tupolev Tu-104A on arrival from Novosibirsk. An aircraft-to-terminal passenger train is
in the foreground, and a galley servicing unit can be seen beyond the aircraft’s port wing.

Aeroflot and the Soviet System of Transport

All branches of the Soviet Union’s internal system of transport function in
accordance with directives laid down by the Party within the framework of
the Five-Year Plans for economic development. Free competition, a major
feature of the transport systems of the rest of the world, is not encouraged;
on the contrary, it would appear that the general policy is one of co-
ordinating all means of transport to form a comprehensive system of
communications, with well-defined roles for railways, shipping, road trans-
port and civil aviation.
As a result of the introduction into service of modern jet and propeller-
turbine airliners after 1956, Aeroflot provides a major means of transport,

ey)
handling about 25 per cent of the total inter-urban passenger traffic. To
Soviet traffic planners, Aeroflot is a very important instrument in that it can
offer continuously expanding air services between all parts of the country on
a far more flexible basis than any of the other forms of transport. Apart from
the advantage of speed and the considerable saving in time, air transport also
offers favourable costs when deciding which form of transport should be
chosen to provide service between selected points, since it is claimed that the
cost of establishing a new air route has proved to be considerably cheaper
than constructing a railway or a road. Information released in 1969 indicated
that the actual cost for one kilometre of a new air route was 25,000 roubles.
This figure included expenses for airport construction and technical installa-
tions, radio navigation and communication facilities as well as surface
transport between airport and the locality it serves. By comparison, the cost
for building one kilometre of railway or road over flat country in the central
and Southern regions of the Soviet Union is given as about 250,000 roubles,
with an increase to acost of 2 million roubles in the northern regions and most
areas of Siberia.

ee

A Tupolev Tu-114 undergoing maintenance.

Aeroflot’s vast fleet of modern jet and propeller-turbine aircraft and the
considerable number of piston-engined aircraft is capable of handling an
annual passenger volume in excess of eighty million. This transport potential
has enabled Soviet traffic planners to establish the policy of transferring
long-distance passenger traffic from rail to air, the main reason being to
prevent congestion on the trunk railway lines by withdrawing passenger trains
to allow for expanding freight train operations. It has been claimed that full
utilization of high-capacity aircraft like the Tu-114 and Il-62 on the
Moscow—Khabarovsk route would permit the withdrawal of 40 locomotives
and 280 passenger coaches from the Trans-Siberian Railway.
There is proof of long-distance train services having been curtailed or
cancelled in many instances, because of a shift of passenger traffic to the air.
The frequency of train service between Moscow and Vladivostok, for
instance, has been reduced to the once daily Rossiya express which covers the
distance in 160 hr 20 min. Passenger traffic to destinations in the Central
Asian republics is now largely carried by Aeroflot. More than 85 per cent of
all passengers between Moscow and Ashkhabad travelled by air in August
1970, with an increase to 94 per cent by spring 1972. Soviet Railways then

36
offered an express train service between Moscow and Ashkhabad on every
second day with a journey time of 85 hr 35 min. Aeroflot handles 98 per cent
of the passenger traffic between Ashkhabad and Yerevan, 97 per cent
between Ashkhabad and Kiev, 81 per cent between Kiev and Sochi, 89-9 per
cent between Moscow and Khabarovsk, to quote a few examples. By 1965,
Aeroflot had attracted 65 per cent of the passenger traffic moving between
Volgograd and Dnepropetrovsk as travelling by air meant a saving of 24 hours
over the rail journey. Similarly, the introduction of a new direct air service
between Minsk and Baku resulted in a 25 per cent drop in passenger traffic on
the railways.

Air Services from Moscow to Capital Cities of Central Asia

Summer 1973
From Moscow to: Frequency Aircraft Seats Routing
Alma Ata 2 daily 11-62 168 nonstop
(Kazakhstan)
Ashkhabad 2 daily 11-18 89 nonstop
(Turkmenistan) 1 daily 11-18 89 via Krasnovodsk
Dushanbe 4 daily I1-18 89 nonstop
(Tadzhikistan) 1 daily 11-18 89 via Leninabad
Frunze 3 daily 11-18 89 nonstop
(Kir ghizia)
Tashkent 2 daily 11-62 168 nonstop
(Uzbekistan) 2 daily 11-18 89 nonstop

The railways are by tradition the most important alternative mode of

travel. This is particularly true in the European USSR where the railway
network is relatively dense, and also applies to the immediate areas served by
the Trans-Siberian, Turkestan-Siberia and Trans-Asian Railways. Vast areas of
the north, Siberia and the Soviet Far East, are, however, not served by
railways; it is here that aviation is now firmly established as the common
carrier for passengers, freight and mail.

The Build-up of Domestic Air Services

Aeroflot introduced its first passenger-carrying jet aircraft, the Tupolev
Tu-104, into regular service in September 1956. The subsequent addition of
jet aircraft to the Civil Air Fleet, coupled with an airport construction
programme at important cities, made possible the establishment of a network
of express air services based on the Soviet capital, Moscow. By 1959, sixteen
major cities in all parts of the USSR were served by Tupolev Tu-104 jet
aircraft and the arrival of An-10 and I-18 propeller-turbine airliners helped to
further the expansion of express services considerably.
A study of the continuing build-up of aerial communication within the
Soviet Union in the late 1950s and throughout the 1960s reveals two clear
stages of development:
Stage I: Until 1963, there was a distinct emphasis on improving air services
operated from Moscow to the Union capitals and many major cities. The new
turbine-powered aircraft were used to switch long-distance flights from
od
38
Weg Jo oY} uoIdepue jyeIOIe BuTyIed
koIe1 OAOYyNUA WodiTy
Ul “[96T oy yeroeuses opnjourouru agjodny, sypOT-N]
pure
‘sqpPOT-L
UO UTYSNAT]
‘QI-[] atom} UIYSNAT]
Sp[-[]pure ]-[] ‘SZ pue 9014} AOUNSTTSZ-V] ay) (aunjdosay
multi-stop to one-stop or nonstop operations, reducing overall journey times
considerably and offering much-increased capacity. As more Aeroflot
directorates took delivery of new aircraft, the process was extended to
operations from Union capitals.
The addition of new types of aircraft, namely the Tu-114, Tu-124, and
Tu-134, to the Aeroflot fleet for nationwide operations, rounded off the
process of replacing older piston-engined aircraft with modern equipment. By
the end of 1968, eighty-nine per cent of all flights on all-Union services were
operated with jet and propeller-turbine aircraft. In addition, there was
remarkable improvement in inter-regional communication by air, involving
many important cities.
Stage II: The arrivalofAn-24 aircraft in 1962-63 initiated another phase in
the build-up of domestic air services. Together with Li-2s and II-14s released
from all-Union operations, all three types of aircraft came to be employed on
medium- and short-haul routes and helped to close gaps in the network left
by the growing pattern of express air services. Especially on local (MVL)
operations, the introduction of An-24, Li-2 and I-14 aircraft produced
considerable improvement in service offered to many medium-sized towns
and a significant increase in capacity. The larger aircraft, flying local
operations, released the ubiquitous An-2 biplanes to open up new short-haul
services in all parts of the country.
Throughout the sixties, many regional administrative centres were drawn
into a growing pattern of inter-regional services. The inclusion on the air
route map of such cities as Tula, Kursk, Voronezh, Gomel, Ivanovo, Kirov,
Tyumen, Tomsk, Barnaul, Tselinograd, Chimkent, Guriev and Saratov, to
name but a few, led to their becoming more widely known as centres of air
transport. This process is still continuing on a remarkable scale.
The build-up of the network of domestic air services over the period
1956-73 has drawn over 200 cities into a closely-knit pattern of inter-regional
communication.
All-Union Air Services
‘All-Union air service’ (LSZ — Liniy Soyuznogo Znacheniya) is the official
term used for the Soviet air route network comprising trunk routes and
selected routes within Union republics and districts, which are of importance
to the nation as a whole. These air services are operated according to
Aeroflot’s central timetable, and all the directorates participate in the
operation of all-Union services over selected routes. Services are planned and
introduced after extensive research carried out by the Ministry of Civil
Aviation, within the framework of the official policy for transport within
the USSR.
It is the all-Union services of Aeroflot’s domestic operations which are
normally referred to when the Soviet press (Pravda and Izvestiya) highlights
the airline’s improvements or achievements.
The pattern of all-Union services can be broken down as follows:
The majority of services radiating from Moscow, which are of importance
to the entire nation, have all-Union status. Of special significance are services
between Moscow and the capital cities of the 14 Union republics and over
100 regional administrative centres. In the summer of 1973, all-Union services
linked Moscow with a total of 178 cities throughout the Soviet Union.

39
 PACTHCAHHE :
ABH YKEHHS CAMOJIETOB H3 MOCKBbI

‘ see

: Re

ant

eo

eae
Raragee
bree &a

[oak aeyugsgEenstsst i
E hee
cS ms
i SFbs ae¥
: hsoe 3 Be
“a “ hs 9 aae
ie if ens Some

Re »
tes hes cazcareepenns2ad
tbsae~
4
os
mo ba
nen
ie piers
me
cd + aes
he
a
La ea
Agee
BsTNE Anis
we

RAC CIE 8 PAE RICANS: Comninine

para semen AES YAMNREE
‘mers HE AAO3 TA
otek stfu 9 sltepeerinne
ae ens gening HIanroaick
PROD kM secrRME
RG SIPURENAAS nese
OT BIN Sea
SSSLIOSERY,
- ‘ : seers iyfae ome,a Acamoeee 8onenee < AUNT ARRIETA ed ROCLIAREER WS
e BR
1 Micon pharoBF s %
RS BacWapntocge tne inde De Sa HS eeTOMER ARRON CPIM O ZAM
ACH Ame wR _OTARRANNS HAMEARAENNES perce ence = : mpan 3a i se om
Gian Khali AHERN BENIN IRAN TENETFESSRAEN UINEUE Coton eh
inate MA es mnere 9 vpocsetageeneca SAMOS TACIS TSRIAMC TOR MORSE
meineemateantn
accecsiapan
Snsaisin wngniceee,AcsamepaNinn Ae. :
Senta 161 sAsonee mw SRagnenes AntikSete, UEwa

An Aeroflot poster timetable showing

owin all-Union and local flights from/to Moscow, valid
until 14 November, 1967. Destinations start with Alma Ata and end
with Yaroslavl.
(Aeroflot)

40
 From the early days of Soviet civil aviation, emphasis was on a pattern of
services based on Moscow, but, on a more limited scale, services radiated from
other key cities such as Leningrad, Kiev, Sverdlovsk and Tashkent. The intro-
duction of turbine-powered aircraft from 1956 onwards led to a reshaping
and considerable expansion of the USSR network of services as detailed in
Appendix 4, improving aerial communication between the Union republics.
In addition, Aeroflot services to holiday and resort areas are extensive and
form a very important part of all-Union operations. From 1948 onwards,
there has been a considerable build-up of these services, with great concen-
tration of routes in the Black Sea/Caucasus area.
Aeroflot’s all-Union services carry about 60 per cent of the total air
passenger traffic, the rest being handled by local (MVL) flights. In 1973 the
nationwide network of trunk routes was approaching the 800,000 km mark
and linking over 200 cities. Aeroflot’s Summer 1971 central timetable listed
2,868 flights; this indicated a close approach towards a target figure of
around fifty million passengers to be carried on all-Union services in that
year.

Holiday Services
It is part of the Soviet Government’s welfare policy to provide recreational
facilities for the working population in all areas of the USSR. For this
purpose, a large number of rest homes, sanatoria, hotels and boarding houses
have been and are being built to accommodate holidaymakers as well as
people requiring medical treatment. The principal holiday regions in the
Soviet Union are on the Baltic and Black Sea coasts, and in the Carpathian
and Caucasus mountain areas.
It has become Aeroflot’s established task to carry holidaymakers from all
the major centres of population to the resort areas. This is, therefore, largely
a seasonal activity, with great fluctuations in the volume of traffic, and in this
respect, Aeroflot has to face the problems of traffic peaks and troughs as do
many airlines throughout the world.
During the summer holiday season, with its peak between mid-July and
the beginning of September, Aeroflot operates a considerable number of

Ho

An iasnia Il-18 at Adler Airport, Sochi, gateway to Black Sea resorts along the eastern
coast. (Neil A. Macdougall)

41
An Ilyushin II-18 at Adler Airport, Sochi, in 1959. The photograph was taken at about
the time the II-18 entered service and when Lisunov Li-2s (one is seen in front of the
terminal) were still providing extensive regional services.
flights — scheduled and supplemental — from nearly all the major cities in the
USSR to the leading holiday areas, especially to the Black Sea/Caucasus
region. Outstanding gateway airports are Odessa, Simferopol (for all of the
Crimea), Sochi, Sukhumi, Krasnodar and Mineralnyye Vody. Table 5
shows the build-up of direct services to some of these airports over the period
from 1949 to 1972.
The Moscow metropolitan area, with a population of over seven million (in
1971) is the biggest generator of holiday traffic. To cater for this potential, in
the summer of 1972 Aeroflot offered on two of the busiest routes,
Moscow—Sochi and Moscow—Simferopol, a daily total of twenty-eight
flights each, making these the heaviest traffic routes in its entire network, in
terms of frequency offered and passengers carried. Table 18 shows the capacity
offered on the Moscow—Sochi route.
Until early 1973, the mainstay of the Moscow—Sochi operations was the
I-18, the majority of them being equipped with 110 seats. These Il-18s were

Bak oe.

An Ilyushin I-18 at Adler Airport, Sochi. According to Soviet sources, this photograph
was taken after the inauguration of II-18 services on the Moscow—Sochi route on 20
April, 1959. The helicopter is a Mil Mi-4.

42
 a; \
sc05y-409,
& F= € =
LEONE

43
ouurnene K SEKNEN
ayy, isn odAyo}01dasjodny, pEI[-ny
1 Jalpy ‘Hodiy ‘TyD0S
Ur Ioquiedeq
“696 JOTOINW P2ONPOHU!
sty yJZeIOINE
OJUT Pe|Npoyos
sdIAIES
UO ot} 1yIOS—MOdSOW
a}no1
ul Jequia}deg
L961 urysnAq]
Q{-[] IRIN (Jfaj)]]I}s JUNOSOR
OFB s[qviepisuoo
Ioquinu
JO 24}
sjyusuroAoUr
3e Io[py ‘Wodiry
operated by Aeroflot’s Moscow Transport Directorate and the same unit
augments the capacity by providing Tu-134s. Beginning in April 1973, new
Tu-154s with accommodation for 152 passengers were brought in to replace
Il-18s and provide the bulk of the capacity. At the peak of the summer
season, ten Tu-154 flights a day were scheduled for the route Moscow—Sochi.
In the peak summer season, the International Directorate (TsUMVS) allocated
some Il-18s to operate between Moscow and Sochi, departing from
Sheremetyevo Airport and carrying interline traffic from western European
cities.
The volume of passenger traffic between Moscow and Sochi has grown
considerably over the years. In 1958, 12,900 passengers were carried; in 1961
the total increased to 104,500 as a result of the introduction of [l-18s and
An-10s on the route; and the 1969 traffic was recorded as 514,000
passengers.

The new terminal building at Simferopol’s main airport which handles all-Union services.
Simferopol’s Zavodskoye Airport is served by local flights.

The Moscow—Simferopol holiday services carry the second highest volume

of passenger traffic, with a total of 383,500 passengers being recorded in
1969. On this route, Tu-104s with a seating capacity of 110 are almost
exclusively used and nearly the entire operation is the responsibility of
Aeroflot’s Ukraine Directorate. Simferopol has two airports handling holiday
traffic: its major airport handles only all-Union flights, operated with
high-capacity aircraft, and is one of the busiest airports in the Soviet Union.
The second airport at Simferopol, Zavodskoye, handles short- and medium-
haul operations and all local (MVL) flights in the Crimea.
The airport at Mineralnyye Vody is situated at the foot of the Caucasus
mountains. It is the main gateway to the Caucasus holiday region and handles
traffic destined for the leading resorts of Zheleznovodsk, Beshtau, Pyatigorsk,
Kislovodsk and Yessentuki. Krasnodar is another gateway airport for the
Caucasus mountain area. It has a prominent function as transit point for
tourists arriving from various parts of the USSR to continue their journeys by
local flights to such resorts as Anapa, Gelendzhik, Novorossiisk or Tuapse on
the Black Sea coast or Goryachiy Klyuch in the mountains. Traffic at
Krasnodar Airport increased from 60,000 in 1957 to 1,020,000 in 1967.

44
 The volume of passenger traffic at other gateway airports is relatively
small. Riga, which is a gateway to Baltic Sea coastal resorts, handles less
incoming tourist traffic than it generates to other holiday areas. The same
applies to Lvov, main gateway airport for the Carpathian mountain holiday
centres.
In addition to the services operated by Aeroflot to the major airports in
the resort areas discussed, there are a number of routes served only during the
summer holiday season, to places such as Kerch, Berdyansk, Anapa,
Gelendzhik or Batumi. There has been considerable expansion of services to
Anapa on the eastern Black Sea coast, where passenger traffic doubled from
1963 to nearly 40,000 in 1965. In 1970, services between Moscow and Anapa
had been boosted to four daily round trips operated with An-10s.
Throughout the 1960s, great emphasis had been placed on the opening up
of more airports in the Black Sea and Caucasus area to handle seasonal traffic
and ease congestion at leading airports like Simferopol and Sochi/Adler. New
airports were opened along the eastern part of the Black Sea coast at Gudauta
(1963), Sukhumi (1964) and at Anapa (1964). At Kerch in the Crimea, a new
airport was built and opened in 1967. At Batumi, work on extending the
airport began in 1968 and, after completion in readiness for the 1970 summer
holiday season, I]-18s and Tu-124s were scheduled to fly there. Kislovodsk
Airport in the Caucasus has also been extended and modernized to handle an
increasing amount of short- and medium-haul traffic which would otherwise
have used the airport at Mineralnyye Vody.
Holiday traffic accounts for a large proportion of Aeroflot’s total traffic.
In this particular category it is claimed that the airline is carrying up to
400,000 passengers a day during the peak months of summer. Holiday traffic,

ay

A recent view of Adler Airport, Sochi. On the apron are two Tu-124s, two Tu-1 34s, an
Antonov An-10 of the Ukraine Directorate and an Ilyushin II-18. Another [1-18 can be
seen on the runway. (Aeroflot)

45
being highly seasonal, presents Aeroflot with the problem of aircraft utiliz-
ation. A great many aircraft are required during the summer to handle traffic
to the various holiday regions, but there is no balancing winter traffic.
Although flights are operated all the year round to Simferopol, Sochi and
Mineralnyye Vody, the volume of these operations is relatively small over the
period October — April. Severe winter conditions in the entire northern part
of the Soviet Union and low temperatures in most other areas prevent
Aeroflot from switching aircraft to different operations in winter, therefore a
considerable number of aircraft have to be taken out of service in winter,
which accounts for the fact that many are seen covered with heavy blankets
at major airports throughout the country during winter months.
There was notable expansion of holiday services in 1973 involving
Mineralnyye Vody, Sochi, Sukhumi and Simferopol. in that new aircraft
started serving many existing routes, frequencies were increased and new
services inaugurated. A
Sochi and Mineralnyye Vody were given direct Il-18 services to Yeniseisk
and Bratsk in Siberia. From Mineralnyye Vody Yak-40s began flying to
Kutaisi, Nakhichevan, Yevlakh, Shevchenko, Uzen and Voroshilovgrad, and
they provided additional capacity to Krasnodar, Volgograd and Yerevan
throughout the summer season. New An-24 services started between
Mineralnyye Vody and Arkalyk, Kokchetav and Mogilev.
Simferopol was reported to be connected with a total of 130 cities both in
the Ukraine and in other parts of the Soviet Union, and it was planned that
Sukhumi should handle up to 700,000 passengers in 1973 with the bulk of all
traffic expected over the period June to September.

Local (MVL) Air Services

All-Union services form one part of Aeroflot’s pattern of domestic
services, and local services form the second part. Officially designated as MVL
(Mestnyye Vozdushnyye Liniy = local airlines), the function of these opera-
tions is to provide scheduled service on a regional and local basis within the
boundaries of a republic, region or district. From local administrative centres,

An Aeroflot Yak-12M. This is a metal-structured version of the original Yak-12

aihith
first appeared in 1944. The Yak-12M suffered from poor payload and range,
and an
improved model, the Yak-12A, was produced in 1957.

46
Aeroflot operates regular services to about 3,500 towns, villages, sovkhozes
and kolkhozes throughout the USSR, the majority of which have a popula-
tion ofless than 5,000. In many parts of the country, local (MVL) air services
constitute the only means of transport, and this is particularly true of
northern regions, Siberia and the Soviet Far East, due to the almost complete
absence of any other form of transport.

Polesskoye Chernobyl

Tarashcha CHERKASSY

Tetiev

Zhashkov Zvenigorodka

Monastyrishche Fa en mi Onufrievka
8 Mankovka Ar Novomirgorod
iy ee ee Alexandriya
Novo- Arkhangelsk KIROVOGRAD

hmelevoye
: Golovanevsk K y Petr
Gaivoron is
& jUlyanovka ree
We Olshanka Melomoshnaya Dolinskaya
Vv

Ustinovka

2. Local (MVL) Services in Central Ukraine

Local (MVL) services are operated by twenty-nine Aeroflot directorates;

only the International Directorate (TsUMVS) and Moscow Transport are
exceptions to this, as MVL operations are outside their sphere of activity.
Many local services are flown over short sector distances and Aeroflot
directorates have at their disposal a number of types of aircraft well suited to
these operations. Antonov An-2s and Yakovlev Yak-12s appear to be most
widely used in all parts of the country, with Li-2s, Il-14s and An-24s serving
larger towns. Yak-40 trijets and Be-30 propeller-turbine aircraft have been
specially designed to operate local services, and it is planned that these
aircraft should handle a considerable volume of MVL operations during the
1970s. In Central Russia, in the Volga region and in the Ukraine, Czecho-
slovak-built L-200 Morava light aircraft are also being used and in many parts

47
"$yas pz YIM poddinba ATjsOur ‘sad{Alas [IO] S.JOTJOIaY UO SN sBOSaPIM UI SI OP-ACA AAOYL A Jolt} OWL

twa,
9,4
04

48
of the Soviet Union Mi-4 and Mi-8 helicopters are flying on local routes.
After Moscow Bykovo Airport, which handled about one and a quarter
million passengers in 1971, Kiev-Zhulyany Airport is believed to be the second
busiest airport for local (MVL) services, handling over 150 outgoing and
incoming An-2 and L-200 flights a day, with An-24s, Il-14s and Yak-40s
accounting for another 180 daily movements.
In some parts of the Soviet Union, local (MVL) air services are responsible
for the bulk of all passenger traffic carried. Yakutia is at the top of the list
with 74-9 per cent, followed by Komi (63-8 per cent), Tyumen (62 per cent),
Western Siberia (58-8 per cent), Krasnoyarsk (50-6 per cent) and the Far East
(46 per cent). If the entire northern part of the Soviet Union is taken as a
whole, 48-5 per cent of all passenger traffic in 1969 was by air; corresponding
figures for mail were 55-3 per cent and for freight 35-9 per cent.
Plans for the development of domestic air services in the Soviet Union give
as much importance to the furtherance of local (MVL) services as all-Union
services. Aeroflot has been building up the pattern of local services since the
mid-1930s. By 1940, the extent of MVL services was 43,400 km with 337
routes served on a regular basis. By 1969, MVL operations totalled
300,000 km in extent, with a passenger volume of 25,209,000. This traffic
result was a 31 per cent increase over 1965. Much of the rapid expansion of
local services has been due to the release of older piston-engined aircraft,
mainly Li-2s and Il-14s, from operating all-Union services and the intro-
duction of An-24s in large numbers. Since 1968, Yak-40s have been phased
into MVL operations in many parts of the USSR, improving air communi-
cation between main towns. Airport development and construction have
made possible more extensive service by twin-engined aircraft on MVL routes.
Over the period 1966-70, it was planned to improve, or initiate the
construction of, 240 airports for MVL services.
Carrying nearly 40 per cent of Aeroflot’s passenger traffic, local (MVL)
services provide vital communication to many points in all parts of the USSR
and handle a considerable amount of feeder traffic for all-Union services.

Passenger Helicopter Services

Helicopters form a considerable part of the Aeroflot fleet and they are in
service with twenty-nine directorates all over the Soviet Union. Aeroflot uses
helicopters for a variety of tasks, especially in the north, all of Siberia and in
Central Asia, wherever the terrain or weather conditions do not permit the
operation of fixed-wing aircraft.
Most passenger helicopter services are operated on a taxi basis, and the
first such service started on 20 November, 1958, with Mil Mi-4s flying
between Simferopol Airport and the seaside resort of Yalta in the Crimea.
The helicopter flight takes twenty minutes compared with a coach journey of
up to four hours.
On 1 April, 1959, Mi-4s began operations between Adler Airport, on the
eastern Black Sea coast, and nearby Sochi. Shortly afterwards, helicopter
services were extended beyond Sochi to a number of coastal resorts as far
north as Tuapse and Gelendzhik, and south to Sukhumi, via intermediate
resorts. Also it is now possible to fly from Adler Airport to some spas in the
Caucasus mountains. From Sukhumi Airport, helicopter services are provided
to the new resort of Pitsunda, on the Black Sea coast, and to the mountain

49
 Dzhubga

Lazarevskoye

Golovinka

Matsesta Kr Polyana
Sochi
Khosta

ADLER
Gagra

Pitsunda

Gudauta
Novyy Afon

Tkvarcheli

: : Ochamchira
3. Black Sea Coastal Helicopter Services
town of Tkvarcheli. Other helicopter services, mainly for holidaymakers, are
in operation between the airport of Mineralnyye Vody and both Kislovodsk
and Pyatigorsk mountain spas, and also between Lvov Airport and the
Carpathian resort of Truskavets.
The busiest helicopter service of the USSR is believed to be that between
Baku and Neftyannye Kamni, a small town built on rigs 150 km off shore in
the oil-producing area of the Caspian Sea. Until 1967, Mi-4s had been
operating an air shuttle service between the two points, and after that,
twin-turbine-powered Mi-8s for 30 passengers took over most of the services.
As a result, the passenger traffic carried has increased considerably and flight
regularity has also improved.
In the north European part of Russia, helicopters are reported to be flying
regular services between Arkhangelsk and Severodvinsk, a fast growing port
on the left bank of the Dvina River.
Helicopter services in the Moscow area were started by Aeroflot, on a trial
basis, in early 1960. Experimental flights were then made from the roof of
the Central Post Office, near Kazan Railway Station, to Vnukovo and Bykovo
Airports. Although operations were aimed at establishing the technical and
commercial viability of helicopter services, they proved to be a useful
undertaking and led to taxi type services between Moscow and its sur-.

50
 oO

Wa WA
foe ae ee Se:
ei:
nae, ereSe

Mil Mi-4 helicopters over Neftyannye Kamni, an artificial island serving oil wells in the
Caspian Sea. (Aeroflot)

51
A Mil Mi-4P on the roof of the twelve-storey Moscow post office, during mail-carrying
experiments in December 1960. (Aviaexport)
rounding airports, Sheremetyevo, Vnukovo and Bykovo, in July 1960 and,
after 1 November, 1960, also linking the airports for transit passengers. A
small heliport had been built in Moscow beside Leningradsky Prospekt on the
perimeter of the old Central (Frunze) Airport but, when the new Moscow air
terminal opened, helicopter operations were transferred to this terminal.
Throughout the summer of 1970, Mi-8s were known to be operating frequent
flights from the air terminal to all four Moscow airports.
In 1959 it was reported in Pravda that plans were being made for regular
passenger helicopter services between a centrally situated heliport in Moscow
and outlying suburbs with large concentrations of population. No actual
progress was made, however, but in July 1970, Pravda again took up the
subject, stating that Mi-8s were planned to operate from Moscow, not only
to all airports but also to suburbs and new satellite towns, in addition to
popular holiday areas in the vicinity of Moscow. The plans mentioned an
annual passenger total of 600,000.

Sy sean ,
Passengers boarding a turbine-powered Mil Mi-8 at Aibga, a mountain resort in the
Caucasus, for the flight to Adler Airport, Sochi. (Aeroflot)

52
53
yders0i0yd
usye}
ut Arenuer‘996] Sutmoys
TW TWp- s1a}doorfay
7¥ OY} MOoSO|[
AD JOdIJaY
aso]0}
JOTJOIOV
‘J210Y 94} JO[JOINW [PUTLUI9}
PUP
RR1, one of the two Rolls-Royce Eagle engined Fokker F.IIIs which inaugurated
Deruluft’s Kénigsberg—Kowno—Smolensk—Moscow service on 1 May, 1922. (Courtesy
Lufthansa)
Intemational Air Services
Before World War II, international air services between the Soviet Union
and foreign states were maintained on a limited scale. The first venture
started in 1921 when an airline was formed as a joint undertaking of the
Soviet and German Governments. Under the name of Deruluft, the airline
began operations on 1 May, 1922, over the route Konigsberg—Moscow. In
June 1926, this service was extended to reach Berlin. Regular flights were
operated between Moscow and Berlin by Deruluft until 1937, when the
carrier’s licence was revoked. After that, there was a two-year period during
which no direct link between the two capitals existed. As a result of the
Ribbentrop-Molotov Pact of 1939, direct flights were again offered, but the
operations were then undertaken by Lufthansa and Aeroflot until the
outbreak of war in 1941.
In July 1926, an air service was inaugurated between Verkhne-Udinsk
(later Ulan-Ude), Eastern Siberia, and Urga (later Ulan Bator), Outer Mon-
golia. On 14 September, 1926, the first international air service in Soviet
Central Asia was opened when Dobrolet began flying between Tashkent and
Kabul in Afghanistan, by way of Samarkand, Termez and Mazar-i-Sharif.
Ukrvozdukhput, the Ukraine airline, operated an international service
between Baku and Pahlevi in Persia in 1928. Connections were provided at
Baku with aircraft operating to Kharkov and Moscow. The service to Pahlevi
was maintained until at least the end of 1931.
Two major Aeroflot international services were opened in 1936 and 1937
respectively: one provided direct service between Moscow and Prague, by
way of Kiev, the other connected Moscow with Stockholm, by way of Riga.
The Prague route was served by Russian-built ANT-9 aircraft and the
Stockholm route by DC-3s and ANT-35s.
A Government agreement made in 1939 between the USSR and China
resulted in the formation of an airline jointly owned by the two countries.
Under the name Hamiata — a contraction of the two principal cities served,
ie. Hami and Alma Ata — the airline was intended to provide direct service
between Soviet Central Asia and Chinese Sinkiang where the USSR had
strong interests. Plans also called for this service to be extended across China
to Shanghai, then the prominent Chinese trading centre in East Asia.

54
 _A new international service from Moscow to Tehran was opened in 1942,
with Li-2s operating by way of Baku. It is also known that Aeroflot operated
domestic services in Persia in 1944, notably from the capital Tehran to
Mashad and Pahlevi. This is believed to have been due to the fact that there
was no Persian airline operating at that time.
The outcome of World War II produced a fundamentally different
political situation in Europe. Soviet military forces were right in the heart of
Europe, occupying eastern Germany and parts of Austria, and Soviet-
influenced satellite-states came into being in Poland, Czechoslovakia,

An Aeroflot ANT-35 (PS-35) at Bromma Airport, Stockholm. This type shared with
Douglas DC-3s the operation of Aeroflot’s Moscow—Riga—Stockholm service which
began on 1 July, 1937. (AB Aerotransport)

Hungary, Yugoslavia, Rumania and Bulgaria. Aeroflot was the chosen instru-
ment to maintain air communication between Moscow and the Soviet satellite
states in eastern and central Europe.
On 5 November, 1944, before World War II had come to an end, direct
services had been inaugurated by Aeroflot over the route Moscow—Kiev—
Odessa—Bucharest—Sofia. Immediately after the war, Aeroflot started a
regular service between Moscow and Berlin, by way of Kénigsberg. Also in
1945, Aeroflot Li-2s began regular flights on the Moscow—Kiev—Lvov—
Budapest—Vienna route, using the Soviet Air Force base at Bad Schwartau
near Vienna. Moscow was also linked directly with the capitals of the other
eastern European satellite states, Warsaw, Prague, Budapest and Belgrade, and
Aeroflot introduced a regular service from Moscow to Tirana, Albania, where
the Soviet Union had strong military interests and used naval bases on the
Adriatic coast.
In the Soviet Far East, the end of the war brought a closer link between
the USSR and China. An agreement between the two states led to Aeroflot’s
technicians and specialists assisting with the construction and equipping of
airfields in Manchuria. At the end of 1945, Aeroflot was able to start regular
international services from Chita to points in Manchuria, terminating at
Dalnyy, a naval base used by Soviet forces. Aeroflot also obtained the rights
to operate a short-cut route from Chita to Vladivostok, via Harbin.
By 1949, Aeroflot had built up a network of routes which covered all key
cities in eastern and central Europe. This pattern was maintained for over a
decade, with very few changes. The airline only increased frequencies on

=)
some routes and speeded up communications by placing Ilyushin I]-12s and
Il-14s into service in 1949 and 1954.
In so far as air communication between the Soviet Union and the Western
World in the post-war years was concerned, Aeroflot maintained direct links
with Helsinki from Moscow and Leningrad. An interline agreement between
ABA/SAS (Swedish Air Lines/Scandinavian Airlines System) and Aeroflot,
signed on 25 October, 1946, stipulated Helsinki as exchange point for a
service between Moscow and Stockholm. Immediate connections were thus
ensured at Helsinki between the incoming and outgoing Moscow service of
Aeroflot and SAS flights to Stockholm. By changing aircraft at Copenhagen,
same-day travel was possible from Moscow to London or Paris.
In 1954, another air bridge between the USSR and the West, similar to the
service via Helsinki, was established between Moscow and Paris, using Prague
as an exchange point. Aeroflot used to fly the Moscow—Prague sector, and
both Air France and CSA (Ceskoslovenské Aerolinie) flew the remainder of
the route to Paris. ;
Aeroflot had a monopoly of services between the Soviet Union and
countries in eastern and central Europe until 1955. In that year, LOT Polish

Nordic interchange. A Scandinavian Airlines System Douglas DC-3 climbs away or

Malmi Airport, Helsinki, in June 1949, with Moscow—Stockholm passengers flown
from
passi Union in the dark green Aeroflot Lisunov Li-2 seen in the foreground. (John
trou

56
An Aeroflot Ilyushin Il-12B, in early post-war colour scheme, at Malmi Airport, Helsinki.

Airlines began flying the route Warsaw—Vilnius—Moscow with Li-2s, and was
followed shortly after by CSA using Il-12s on a Prague—Minsk—Moscow
service.
LOT was the first Eastern bloc airline to fly to the Soviet capital and
Finnair was the first Western airline to do so. On 18 February, 1956, Finnair
started a service from Helsinki to Moscow, using Convair CV-340s. This event
was of great significance as there were signs of relaxation in the cold war and
the opening up of Soviet skies to international flying.
A new era started when the Tupolev Tu-104 jet transport made its
unexpected debut in 1956. First introduced by Aeroflot on the domestic
route Moscow—Irkutsk in September 1956, the new jet airliner came to be
phased into service on international routes from October 1956. By careful
scheduling, a through service was offered by Aeroflot between Prague and
Peking, by way of Moscow, Omsk and Irkutsk, with a journey time of just
under fifteen hours. Late in 1957, Aeroflot was using the Tu-104 on a daily
Moscow-—Prague service.

An Aeroflot Tupolev Tu-104A at Schiphol Airport, Amsterdam, in July 1958, on one of

the then twice-weekly services from Moscow.

oT
 During the mid-1950s, international air services to Moscow were operated
by Aeroflot and a small number of other airlines with small-capacity
piston-engined aircraft. Although Western air carriers were then in a position
to use four-engined piston aircraft of more advanced design, such as the
Douglas DC-6 or Lockheed Constellation, Soviet authorities never granted
permission to use such aircraft, because Aeroflot did not have any aircraft
other than the Ilyushin Il-14 which would have been uncompetitive with
these more modern types.

&. pe ae neve

Loading a Tupolev Tu-104 at Schiphol Airport, Amsterdam, by means of a roller-

conveyor and passenger aero-bridge.
The arrival of the Tupolev Tu-104 placed the Soviet authorities in a
favourable position in working out civil air agreements with foreign countries.
The result was increased Soviet diplomatic activity which led to the signing of
numerous bilateral air agreements with Western states to permit Aeroflot
service to key centres in Western Europe. Aeroflot subsequently started direct
Tu-104 service between Moscow and Amsterdam, Brussels and Paris in 1958;
and KLM, Sabena and Air France each flew a reciprocal service to Moscow,
with DC-6 or Constellation equipment. The Tu-104 enabled Aeroflot to start
services to Delhi, in pool with Air-India, in August 1958, and to Cairo in
December 1958, both destinations never having had direct air service with
Moscow until then. London was put on the Aeroflot map in May 1959,
services between Moscow and London being flown by Aeroflot Tu-104s and
BEA Viscounts.
The acquisition of new aircraft, namely Ilyushin Il-18s for long-distance
routes and the Tupolev Tu-104 and Tu-124 for medium- and short-haul
routes, enabled Aeroflot to expand internationally.
During the decade from 1959, Aeroflot extended its international services
on a remarkable scale, taking in cities in Africa, the Middle East and
Southeast Asia, as well as North and Central America (see Appendix 5). In
many instances, Aeroflot is the chosen instrument to provide direct
communication with those countries of special importance to the Soviet
Union for a variety of reasons, often political.

58
An Aeroflot Tupolev Tu-104 being refuelled at Yoff Airport, Dakar, Sénégal, in 1960.
(The British Petroleum Co Ltd)

The operation of flights across Siberia as a short cut between Europe and
Japan has been of special interest to western European and Japanese air
carriers for many years. The year 1967 was, therefore, a milestone in the
development of international aviation, when, on 17 April, Aeroflot started
regular flights between Moscow and Tokyo over the route across Siberia. This
was a joint venture with Japan Air Lines, and Soviet-built Tupolev Tu-114
aircraft were used initially. Passenger traffic over the Moscow—Tokyo route
produced encouraging results, and JAL reported that, during the first six
months of the operation, the passenger load factor averaged more than 80 per
cent on flights from Tokyo to Moscow.
Another important event was the opening of an international airway across
Siberia in early 1970. This resulted in Aeroflot initiating regular flights
between Western Europe and Japan by way of Moscow on 28 March, when a
through service began between Paris and Tokyo. Japan Air Lines was the
second airline to use the Siberian airway as a short cut route to Europe,
followed by Air France, BOAC, KLM and SAS. Trans-Siberia services were
further strengthened by direct services between Frankfurt/Main and Tokyo,

A Tupolev Tu-114 in Aeroflot livery but carrying the name and badge of Japan Air Lines
on the forward fuselage. This photograph was taken at Tokyo in 1967 when Aeroflot
and Japan Air Lines operated joint services between Tokyo and Moscow. (Japan Air
Lines)

59
SSSR-86652 was one of the Ilyushin Il-62s used by KLM Royal Dutch Airlines on
trans-Siberia services in 1971.

The Aeroflot Ilyushin Il-62 SSSR-86690 taxi-ing in at Frankfurt-on-Main at the

conclusion of the Moscow—Frankfurt inaugural service on 4 February, 1972.
(Lufthansa)

i 0

Aeroflot’s Ilyushin [1-62 SSSR-86665 at Dorval Airport, Montreal, in July 1967, during a
proving flight. The Il-62 began regular Moscow—Montreal services in September 1967
and took over the route completely from Tu-114s in November of that year. (Air
Canada)

60
 with an inaugural flight of Aeroflot on 31 July, 1973. Appendix 6 gives a
summary of the start of international air services across Siberia.
In return for granting foreign airlines the right to overfly Siberia, Aeroflot
was in a strong bargaining position when negotiating Fifth Freedom rights at
western European gateway airports for transatlantic services to North
America. Aeroflot is interested in picking up such traffic at London, Paris and
Amsterdam on transatlantic flights and at Frankfurt and Rome on flights to
Central and South America.
Soviet authorities are well aware of the favourable geographic position of
Moscow and the possibility of attracting transit traffic between Europe and
either Southeast Asia or the Far East. Close co-operation with European air
carriers has resulted in Aeroflot not only operating through flights between

MOSCOW

LONDON {-~+

\]
PARIS
\
aT \—
BRATISLAVA €admeX™\ LF] (
GENEVA BUDAPEST e
MILAN C/
]
ZAGREB LA 7
BELGRADE BUCHAREST
MARSEILLE S, Se

iy)Se SOFIA
r+ ISTANBUL
Wy ANKARA

ATHENS
a
YW Jae
4. International Services USSR—Europe (June 1973)

61
 w

es LOV@bWoOdcev

MOOSOW oO
MYOA MAN >

eA

“
OSVILNVS

ew
VNIT
HOLVE-NVIN au

VNVAVH
ivavu ONDNOAd NYT LO

62
yvNVG
§AWIVNOD SYAISTV
SINNL VISODIN lONVH
INVILNGIA
ONIN snosvivd WLINDWD
nee gamers CVCHOVE -—AWINOG voova
Rona NVIWWINY OaN0109 NOODNVY
OulVD valad0H YOWONVE
wagiuyine
NIQV wins undid
amoiavzzvua nnseAa WiuWwe
IdOuIVN
WVV1WS-S3-Yvd

“¢ [eJUsUT}UODIO}UT
So]NOY
Ul €L6[
Paris, London, Frankfurt and Copenhagen and Tokyo, but also between
Copenhagen and Asian destinations including Delhi, Bangkok and Singapore
in pool with SAS.
Aeroflot started its first service to the Americas with a Tu-114 on 7
January, 1963, over the Moscow—Havana route. Montreal, the first desti-
nation in continental America, was added to the network on 4 November,
1966. The extension of the Montreal service to New York followed on 15
July, 1968. This was an important event in that it signified the culmination of
many years’ diplomatic activity and an indication of relaxed relations
between the Soviet Union and the USA. As a result of the establishment of a
Marxist régime in Chile, Aeroflot inaugurated a direct service between
Moscow and Santiago de Chile in May 1973.
Over the 12,000 km route linking Moscow with Havana, Aeroflot made
1,400 flights in the course of the 1963-73 period and carried 165,000
passengers and 3,200 tons of freight.
In November 1972, Aeroflot phased the new Tupolev Tu-154 into
international operations, when these aircraft started flying from Moscow to
Berlin and Prague.
Expansion of international services from Moscow followed in June 1973
when Athens, Milan and Marseilles were added to the network. It is of
interest to note that all these new destinations were served by Tu-154s.
Although most international services of Aeroflot radiate from Moscow,
Leningrad, Kiev, Irkutsk, Minsk, Khabarovsk, Tashkent, Odessa, Tbilisi,
Vilnius and Yerevan are also part of the international network. Second in im-
portance to Moscow is Leningrad, an important sea port and a popular tourist
attraction. International services from Leningrad were greatly expanded in
1968 when Aeroflot began direct flights to Berlin, Warsaw, Prague, Amster-
dam, London and Paris. There has also been expansion of international routes
from Kiev. In 1968 Aeroflot began regular operations from Kiev to Warsaw
and resumed flights to Prague and Budapest after a lapse of several years. Kiev
is primarily used as a transit point for tourists destined for Simferopol in the
Crimea and Sochi on the Black Sea coast.
In June 1971, Khabarovsk Novyy Airport achieved international status
when Aeroflot and Japan Air Lines began flights between Khabarovsk and
Tokyo.
In the summer of 1973, Aeroflot was serving seventy-five cities outside the
Soviet Union and had signed commercial agreements with more than
sixty-five states. International flights were not only operated by Aeroflot’s
International Directorate (TsUMVS), but also by the Northern, Byelorussia,
Ukraine, Armenia and Eastern Siberia Directorates.
Appendix 5 gives a summary of the expansion of Aeroflot international
services.

Inclusive Tour Services

In Western Europe, ITC (Inclusive Tour Charter) flights have come to be
firmly established as an important sector of the overall system of air
transport. This type of operation is completely unknown inside the Soviet
Union where Aeroflot provides scheduled, rather than ITC services, to cope
with holiday traffic.

63
 On the international scene, however, there has been a different develop-
ment since 1965. Conscious of the value of international tourism as a means
of earning foreign currency, the Soviet authorities now have a separate
institution on Government level actively pursuing the promotion of foreign
tourist travel to the USSR, with Aeroflot carrying the bulk of international
tourist traffic on its scheduled services. In 1965, however, a British tour
operator launched a series of holiday charters to the Soviet Union. Air travel
was based on ITC flights of both British United Airways and Aeroflot,
between London and Leningrad, British United BAC One-Elevens and
Aeroflot Tu-104s flying on alternate Saturdays. The success of this tour was
outstanding and this London—Leningrad ITC service came to be firmly
established in the tour operator’s summer programme.
Another tour operator arranged for the charter of Aeroflot jet aircraft to
fly groups of tourists from London to Kiev between April and September
1968. This tour proved so successful, immediately after it had been advertised
by the operator, that Aeroflot used 106-seat Tu-104Bs for most flights.
In spite of some basic political differences between the Federal German
Republic and the Soviet Union, there was great Soviet interest in tapping the
German holiday market and getting people to spend their holidays in
Moscow, Leningrad or on the Black Sea coast. In 1966 a major German tour
operator began chartering Aeroflot aircraft to fly tourists from Frankfurt to
Moscow. Lufthansa also took part in the operation of some ITC flights, using
Boeing 727s or 707s. When the first series of ITC flights was started, six
departures were planned for the 1966 summer season, but after the initial
success, this number was increased to 20 departures during 1967. Another
West German tour operator offered a series of departures from Diisseldorfto
Moscow in the 1968 summer season, using Aeroflot Tu-104s. Return flights
from the USSR to Diisseldorf were scheduled to take place from Leningrad.
The third western European country, from which Aeroflot operated ITC
flights, was Switzerland. A series of charter flights was operated in the course
of the 1966 summer season, between Ziirich and Moscow, using Aeroflot
Tupolev Tu-124s and in the summer of 1967 another series of ITC flights was
operated by Aeroflot Il-18s from Ziirich to Sochi on the Black Sea coast.
There was increased charter flight activity between the USSR and West
Germany when a weekly ITC service started between Frankfurt and Sochi in
1969, Aeroflot I]-18s being used for these flights. Also in 1969, ITC flights
began between Cologne and Moscow, operated with Aeroflot Tu-104s.
For the 1970 summer holiday season, Aeroflot obtained a licence to fly
ITC services from London, Manchester and Glasgow to Bulgaria and further
on to Sukhumi on the Black Sea coast.
Aeroflot is known to have also been engaged in flying frequent ITC
services to Kiev, Odessa or Moscow for tourists staying in Constanza,
Rumania, or Burgas and Varna in Bulgaria. Among the first such flights
operated were ITC services offering weekly departures throughout the
summer of 1966 from Constanza to Odessa and Kiev.
Glasgow, Amsterdam and Munich have now been added to the pattern of
ITC services.
British tour operators initiated short holiday trips to Moscow in the course
of winter 1972-73, with Britannia Airways using Boeing 707s and 737s for
ITC flights from Luton Airport to Moscow. The success of these holiday

64
tours led the tour operators to draw up a more extensive programme for the
winter of 1973-74, departure points in England being London and Man-
chester, and both Moscow and Leningrad the destinations in the Soviet Union.
The operation of inclusive tour flights is important for Aeroflot for two
reasons: there is the commercial advantage in procuring additional revenue
for Aeroflot, and improved aircraft utilization, and the advantage of gaining
operational experience over the routes before the introduction of scheduled
services. This was particularly true of the ITC flights operated by Aeroflot
from London to Leningrad and from Zitrich to Moscow, for Aeroflot began
scheduled service over these routes in the years that followed.

Mobile catering units, in the aircraft servicing position, beside a Tupolev Tu-104 at
Domodedovo Airport, Moscow.

Aeroflot Co-operation with Foreign Airlines

In the long history of Soviet civil aviation, there is repeated evidence of
Aeroflot involvement in the setting up of airlines in countries with which the
Soviet Union was closely connected through political or economic interests.
Following the dissolution of the Sino-Soviet airline Hamiata in 1952, a
second Sino-Soviet airline was formed, in the same year, as a joint under-
taking between the Soviet and Chinese Governments. Under the name of
Skoga, the new airline was given largescale assistance by Aeroflot in the form
of staff, aircraft and technical equipment. Russian-built Lisunov Li-2s were
used to establish a network of regular services in China. In May 1952, Skoga

65
began services over the Pekin—Ulan Bator—Irkutsk route, sharing the opera-
tion with Aeroflot. The joint company Skoga was wound up in 1954 when
the Chinese Government set up Minhaiduy (CAAC).
Also in eastern Asia, Aeroflot came to be involved in the formation of an
airline in North Korea. The airline was named Sokao and started regular
flights in 1950, with ex-Aeroflot Li-2s, over a route linking Pyongyang, the
North Korean capital, with Chita in Eastern Siberia, where travellers were
able to transfer to onward flights to Moscow. After a short initial period of
operation, Sokao suspended services, which were not resumed before 1953. It
is believed that the Government of North Korea took over the assets of Sokao
in 1955, which led to the formation of Ukamps. Services between Pyongyang
and Chita were operated on a regular basis until 1959 when, on 23 March,
Aeroflot started a through service Moscow—Pyongyang with Tupolev
Tu-104s.
Mongolia was another Asian country which Aeroflot assisted with the
setting up of a national airline. On 7 July, 1956, Air Mongol started regular
flying on domestic routes in Mongolia, linking the capital Ulan Bator with
regional centres and, in 1959, began operations between Ulan Bator and
Irkutsk, Eastern Siberia, with Soviet-built Il-14s. It is reported that Mongolian
crews and technical personnel took over from Aeroflot in 1961 when Air
Mongol came under complete Mongolian control.
It was as a result of World War II that eastern and central European
countries came under strong Soviet influence. Within the Soviet Govern-
ment’s plans for economic assistance to those countries, there was one section
which dealt with the restoration of the countries’ systems of internal
communications. Aeroflot, being the chosen carrier to maintain regular flights
between Moscow and east and central European capitals, was also entrusted
with the task of assisting with the recreation of civil airlines in the Eastern
bloc countries.
Following a decree of the Polish Government of 6 March, 1945, a
state-owned airline was re-activated to establish vital communications from
the capital Warsaw to all the main cities of the country. With a fleet of
twenty Li-2s, ten of which were supplied by Aeroflot, and the assistance of
Aeroflot technicians, domestic services were resumed from Warsaw to Lodz,
Lublin, Krakow and Rzeszow in the autumn of 1945. Services were also
started to Gdansk, Poznan and Szczecin, all of which were in former
German-held territory. In 1946 international service started to Berlin and
Paris, and Copenhagen, Budapest, Belgrade and Bucharest were added in the
course of 1947.
As early as March 1946, the Governments of Hungary and the Soviet
Union concluded an agreement to form Maszovlet (Magyar-Szovjet Legi-
forgalmi Tarsasag) (Hungarian Soviet Airlines). Aeroflot supplied technicians
and flying personnel and a small fleet of Li-2s. Flying began on 15 October,
1946, on routes linking Budapest with Gyér, Szombathely, Pécs,
Nagykanizsa, Szeged, Bekescsaba, Debrecen and Miskolc. Because of poor
surface communication in the early post-war years, services in Hungary were
maintained by Maszovlet at a high frequency as late as summer 1953.
International services were begun in 1948 over the routes Budapest—Prague
(on 19 June), Budapest—Sofia and Budapest—Bucharest. The operation of
this joint Hungarian-Soviet airline continued until 1954 when the airline

66
ue the sole property of the Hungarian Government, adopting the name
év.
In 1946, talks between Soviet and Rumanian aviation authorities resulted
in the formation of TARS (Transporturi Aeriene Romana Sovietica), owned
in equal parts by both countries. Operations were resumed along similar lines
to those of LARES, the Rumanian pre-war airline. Domestic services
connected Bucharest with the main centres of Rumania and, on the
international scene, TARS expanded to Budapest and Prague. TARS re-
mained in operation as a joint venture until 1954, when the airline’s assets
were transferred to the Rumanian Government. At the same time, the
airline’s name was changed from TARS to Tarom.
Yugoslavia also came under Soviet political influence after the war. This
led to the setting up of an airline owned in equal parts by the Yugoslav and
Soviet authorities. The airline was named JUSTA (Jugoslovenska Sovjet
Transport Aviatsija) and was licensed to operate alongside JAT (Jugoslovenski
Aerotransport) from Belgrade to Zagreb, Zadar, Sarajevo and Titograd in
Yugoslavia and, internationally, to Bucharest and Tirana. In 1946, the year
when JUSTA began flying, poor traffic results were achieved. At the end of
1947, JUSTA had carried 6,294 passengers and 77 tons of freight with a fleet
consisting of four Li-2 passenger and two Li-2 cargo aircraft. Better results
were obtained in 1948 when passenger traffic increased to 14,117. This was
largely due to the fact that JUSTA enjoyed a more privileged position than
JAT although, because of a shortage of equipment, JUSTA was never able to
actually start international operations. Because of political trouble between
Yugoslavia and the Soviet Union, JUSTA was forced to suspend all its
operations at the end of 1948 and the company was wound up in early 1949.
In Bulgaria, civil airline operations after the war were resumed on 29 June,
1947, by the Transport Division of the Ministry of Transport, with a fleet of
three Junkers-Ju 52/3ms and two Li-2s. The first regular service on that date
was operated with a Ju 52/3m over the Sofia—Burgas route. On 2 August,
1947, Varna was added to the domestic network and, on 12 September,
1947, the first international service was opened between Sofia and Budapest.
Bulgarian civil aviation was given impetus through the formation of a joint
Soviet-Bulgarian airline company called TABSO (Transportno Aviatsionno
Bulgaro - Sovietsko Obshchestvo) (Bulgarian - Soviet Air Transport Com-
pany) on 3 November, 1948. The new enterprise was supplied with eight new
Li-2s from the Soviet Union and, with the help of Aeroflot personnel and
technicians, services were soon expanded within Bulgaria and, in addition to
Budapest, Prague was also served. Flights to Belgrade and Berlin were started
in 1956, to Vienna in 1957 and Moscow in 1958. TABSO functioned as a
joint company until 1968, when the Bulgarian Government became the sole
owner and the name Balkan Bulgarian Airlines was adopted.
The Soviet Union tried to take advantage of the political unrest in the
former Belgian Congo in 1960 by sending a number of I]-14s, with Aeroflot
crews, in an attempt to establish a pattern of services in the Congo and thus
gain control of this vital system of communications. For reasons so far
unexplained the plan failed and all Il-14s were flown back to the Soviet
Union. It has also been reported that a similar effort was made towards the
creation of an airline in Iraq in early 1960, to be run by Aeroflot personnel
and crews, but this also proved unsuccessful.

67
 One of the eastern European states which received largescale assistance
from Aeroflot, with a view to setting up a national airline, was East Germany
(DDR). Between 1945 and 1956, Aeroflot had a monopoly in the operation
of the Moscow—Berlin service. In 1955 plans were announced for the
establishment of German civil aviation and East Berlin’s Schénefeld Airport
was handed over to German authorities. In the latter half of 1955, Aeroflot
personnel and technicians started training German staff and the first of four
Soviet-built [l-14s was delivered to the newly formed airline which was named
Deutsche Lufthansa.* Scheduled passenger flights started on 4 February,
1956, over the Berlin—Warsaw route and, later that year, the network of
international services was extended to Prague, Budapest, Bucharest, Sofia,
Vilnius and Moscow. Domestic services started on 16 June, 1957, over routes
linking Berlin with Barth, Leipzig and Erfurt. Although Soviet-built Il-14s
were initially used by Deutsche Lufthansa on all its routes, German-built VEB
Il-14s gradually replaced the aircraft originally supplied by Aeroflot. In the
same way, German crews took over from Aeroflot crews. The last Russian
crew returned to the Soviet Union on 30 June, 1958, together with other
Aeroflot consultants and instructors.
At the present time, Aeroflot trains pilots and navigators of numerous
European, African and Asian airlines which have bought Soviet-built aircraft.

Air Cargo Operations

In the early years of Soviet civil aviation, emphasis was placed on the
carriage of cargo and mail, and the carriage of passengers was considered of
secondary importance.
The enormous size of the Soviet Union has always been a factor favouring
the operation of cargo services. Air transport has assisted in the carriage of
certain high-value and perishable products and other urgent consignments
from the production areas in the west of the country to the consumers and
development areas in the east and north.
In line with Government policy, Aeroflot has built up and maintained
regular services since the early 1930s. Interrupted by World War II, the airline
re-established a pattern of air cargo services linking large industrial centres of
Central Russia and the Ukraine, in addition to Moscow and Leningrad, with
cities in the upper Volga area, the Ural region and Western Siberia. Expansion
of these services after the war was made possible by the availability of
considerable numbers of Li-2s and the introduction of Ilyushin Il-12s after
1947, numbers of both types being produced in cargo versions. Another
phase of expansion coincided with the introduction of cargo Ilyushin I]-14s
between 1954 and 1956. The network of scheduled air cargo services had
reached 35,890 km in extent by 1957.
In the early 1960s, the largest number of cargo flights were operated to
the highly industrialized area bordered by Gorkiy, Kazan, Sverdlovsk,
Chelyabinsk, Ufa and Kuybyshev, with up to twelve Li-2 flights a day from
Moscow alone. Central Russia and the Ukraine have had a concentration of
cargo services for many years. The explosive growth of industry in Western,
Central and Eastern Siberia resulted in a great number of cargo flights
* In 1959 international operations were under the title Interflug and subsequently
this title was adopted overall and the old name abandoned.

68
Some of Aeroflot’s early Ilyushin II-12s were converted to cargo aircraft. In this view,
cargo for Kuybyshev is being loaded through the double doors of an I-12 at Vnukovo
Airport, Moscow.

operated to such destinations as Novosibirsk, Tomsk, Kemerovo and

Krasnoyarsk.
By 1964, Aeroflot had built up a pattern of regular cargo services
interlinking a total of forty-four cities throughout the Union. Focal point of
the cargo network was Moscow’s Bykovo Airport from where, in the summer
of 1964, there were 125 cargo aircraft departures every day. Although
Bykovo Airport only despatched Li-2s, [l-12s and Il-14s at that time, this
airport was reportedly handling about 90 per cent of the air cargo leaving
from or arriving at Moscow.
The introduction of large-capacity jet and propeller-turbine aircraft
resulted in a sharp decline in the number of all-cargo services operated with
the smaller Li-2s, [l-12s or I]-14s after 1964. When Il-12s were withdrawn
from scheduled cargo service in 1965, Aeroflot phased Antonov An-24
propeller-turbine aircraft into regular service. It was, however, in 1962 that a
new impetus was given to the nationwide carriage of air cargo: Aeroflot
introduced the Antonov An-12 propeller-turbine freighter which offered all
the technical advantages of the turbojet together with the ability to carry
large quantities of freight and bulky loads over great distances. Simultaneous
delivery of An-12 freighters to half a dozen Aeroflot directorates in 1963
resulted in the operation of regular services between the European part of the
USSR and Western as well as Eastern Siberia. In subsequent years, the An-12
has proved a highly successful aircraft for cargo operations throughout
Siberia. Daily scheduled services in Siberia are now operated by An-12s
between Irkutsk and Mirnyy, as well as between Uts’Kut and Mirnyy. In
1969, a daily cargo service was established between Irkutsk and Aikhal in
Western Yakutia.
The An-12s have been used to develop a network of scheduled cargo
services across the width of the USSR. Although they are operated at low
frequency, An-12 cargo services, on a regular basis, link Leningrad and

69
 QVUSNINAT

$14A0daYSHD

TAVISOUVA
OAOWAINA

\SYIsISOAON

N3WNAL

70
AAI
ASHSASANY ASYOSOLINOVIN
AOYWHY
AOLVYVS

|
YSAOY¥LAdONdING
JAHZONOdVZ
NOSY3SHy QVeSODI1OA

AANIHSIM
AO1SO¥

YVGONSVuy

n>
Loe
“9 OSIeD SadIAIOS
Ul 196[
Loading cargo onto a Polar Aviation Antonov An-12. In the background is a Polar
Aviation Ilyushin I]-14. (Aeroflot)

Moscow with such distant points as Tashkent, Yakutsk or Magadan.

The introduction of modern cargo aircraft has also resulted in the transfer
of cargo operations from Moscow’s Bykovo Airport to Domodedovo Airport,
where a separate cargo terminal is now in use.
It is known that Aeroflot initially employs its new types of aircraft on
regular and ad hoc cargo services throughout the country. This was the case
with the An-10 aircraft, named Lidernyy, which operated over a network of
15,850 km in early 1959 before being switched to passenger services. I]-18s
were also operating scheduled cargo services from Moscow to Sochi, Baku and
Frunze in early 1959 before starting scheduled passenger services over these
routes between April and July 1959.
Jet aircraft have so far been little used for domestic cargo services although
the Moscow—Omsk—Irkutsk—Khabarovsk route has been served by Tu-104s
since 1959. It has been reported that, in 1967, the four-jet Ilyushin [1-62s
were operating scheduled freight services between Moscow and both

BL

The prototype Tupolev Tu-154 at Sheremetyevo Airport, Moscow. (Aeroflot)

7)
 (Jopfoaap) “yAoOdsueI] [e}U9UT}UOIIO}UI
[ney-suo] [edioutid sjoljoloy st pue {961 Iequio}deg ul sdlArs IoSuassed Iejnde1 polojus Z9-[] AUL “prt acjodny oadAjo}01d
QY} ([RUIWIIO} oY} 0} JasSOpO) pure Z9-]] UTYsNAT] Ue (puUNoIZdI0} oY} UL) SMOYS “MODSOP ‘JIOdITY OADAJOWIOIOYS 1 Udye} sInjoId sty],
=
ay) WRUNY Brey

ce
 OSIED */
ZLOT ULSOOIAIOS
5 d
WOLSOAIGVIA
pone
YSAOUVEVHY cera

SLNMl
rs |
SYyNgNayO
eee
r

104)
SeaN
ATHSAAAMISLEEQOS
ASLNAVA WSAOTGHIAS WN
8

AO1SO¥

Us
Na
E>

~ issu
NYi
VZNad
OdO¥aSNIS
WHYIV
NU A HZINOYOA A <S
SZ
NVGVOVW NOMYWHI
Novosibirsk and Khabarovsk, before being phased into regular passenger service.
The Tupolev Tu-154 was used by Aeroflot for regular cargo/mail services
after May 1971 to link Moscow with Sverdlovsk, Novosibirsk, Irkutsk and
Khabarovsk and for similar operations on an ad hoc basis to Simferopol,
Sochi and Mineralnyye Vody.
In mid-1972, Aeroflot served a domestic network of cargo/mail routes of
115,195km. Flights were operated mainly with An-12s; in the European
USSR, Il-14s were flying between Moscow and both Izhevsk and Simferopol,
and Yak-40s operated regular cargo flights from Moscow to Izhevsk, Gorkiy
and Saratov. Among the longest domestic cargo routes are those linking
Leningrad and Moscow with Vladivostok, and those from Moscow to Yakutsk
and Magadan.
In addition to the network of regular cargo flights, Aeroflot operates a
great number of freight services according to demand. There appears to be
seasonal requirement for the carriage of fruit and vegetables from the main
producing areas of the southern USSR to the consumer areas of the central
and northern parts of the Russian Federation. Aeroflot cargo aircraft operate
a great number of special flights from the Ukraine, Moldavia, Georgia,
Tadzhikistan and Uzbekistan to major cities of the North, including Petro-
zavodsk, Murmansk, Arkhangelsk, Syktyvkar and Vorkuta in the European
part of the USSR, while frequent non-scheduled flights are operated to such
Siberian and Far Eastern destinations as Krasnoyarsk, Bratsk, Norilsk,
Mirnyy, Irkutsk, Yakutsk, Magadan, Khabarovsk, Vladivostok and Petro-
pavlovsk.
Aeroflot was chosen as the main carrier of cargo throughout Siberia in
order to ensure regular supply of food and other goods to all large urban
settlements. The absence of any surface transport for long periods of the
year, and the limited use of rivers and roads during summer, places special
importance on air cargo operations. Aeroflot has a large fleet of An-12 and
Il-14 cargo aircraft at its disposal for the Siberian operations.
Counterbalancing the flow of goods from the southern USSR to central
and northern regions is the carriage of fish and other sea food from the far
north. Such shipments are flown from the large fishing ports of Murmansk,
Arkhangelsk, Novyy Port, Salekhard, Dikson and Tiksi to cities further south.
The importance of transporting these goods is dictated by the considerable
distances separating some of the major fishing ports of the Arctic and the Far
East from the main urban communities.
Another aspect of Aeroflot’s non-scheduled air cargo operations is the use
of specialized modern aircraft and helicopters flying bulky construction
material to the numerous building projects all over Siberia. Antonov An-12s
appear to be extensively engaged in such operations and it is known that
these aircraft have been flying air-bridge-type services in various parts of
Siberia (see map opposite). These services radiate from points on the
Trans-Siberian Railway where trans-shipment from rail to air can easily take
place. Major air bridge operations were reportedly in existence between
Tyumen and both Surgut and Tazovskoye in Western Siberia; between
Ust’Kut and Mirnyy in Eastern Siberia; between Magdagachi and Batagai,
northern Yakutia, and also between the seaport of Magadan and Bilibino,
Chukotka district, where a large power station was under construction. In
1969, plans were also announced for the setting-up of an air bridge operation
between Bratsk and Udachnaya in Central Siberia.

74
 ONIaINIa NVGVOVIN
AAOMSAOZVL

IVWOVLVE

ie
LADYNS

aa

(e)
NSINNAL
IHOVOVOSVWN

ISLAMI
cy

-g OSIeD
Iry sSplig SUOT}eIOdQ
UI BIJOQIS
An Antonov An-22 about to take on board a large excavator. An-22s have been operated
in Aeroflot livery but this one bears the red star markings of the Soviet Air Force.
Although most cargo flights are undertaken by An-12 freighters, there
have been reports of the very large Antonov An-22s operating a special
shuttle service between Tyumen and Surgut in Western Siberia.
The An-12 is capable of carrying a 10,000 kg load, with one hour’s fuel
reserve, over a stage of 3,400 km and there are reports of An-12s having
flown nonstop from Tashkent to Salekhard (3,970 km) and Moscow to Tiksi
(4,390 km).
In the arctic and polar regions of the Soviet Union, the supply of
foodstuffs and general goods to outlying settlements is generally difficult for
most of the year. Aircraft of the Aeroflot Polar Aviation Directorate supply
settlements in the North and research stations on outlying islands, with
special missions from Leningrad, Moscow and other main cities. Some of the
aircraft used employ ski undercarriages.

International Air Cargo Services

Aeroflot began its first international cargo service on 3 February, 1966,
when an Antonov An-12 left Moscow for Paris. With a technical stop at Riga,
An-12s were able to complete the journey in 7 hr 5 min. This weekly cargo
service was a joint undertaking of Aeroflot and Air France, emphasizing the
close link between France and the USSR. It is believed that the flow of air
freight is greater in the eastbound direction from Paris, as many French firms,
providing technical assistance to commercial enterprises in the USSR, make
use of these air services.
Also in early 1966, Aeroflot began a regular monthly cargo service
between Moscow and Jakarta, via Tashkent, Karachi, Colombo and Medan.
The bulk of freight carried on this route was thought to have comprised spare
parts for Soviet-built military aircraft and equipment supplied to Indonesia.

76
Aeroflot suspended the Moscow-Jakarta service early in 1969.
With the introduction of a cargo service between Amsterdam and Moscow
on 11 April, 1968, Aeroflot made possible the carriage of air cargo not only
to the Soviet capital but also beyond to Japan. The An-12s serving the
Amsterdam—Moscow route continued across Siberia to Vladivostok where
trucks conveyed the freight to Nakhodka harbour for onward sea carriage to
Yokohama and Tokyo. Aeroflot’s intention was to capture a share of the
Europe—Japan trade potential by offering competitive and reasonably fast
service over the short-cut route across Siberia.
With the introduction of a daily An-12 freight service between Moscow
and Sofia on 1 April, 1972, the network of Aeroflot international cargo
routes covered nearly 15,000 km.

apsbnatbiis:. - Z

In February 1966 Aeroflot, in association with Air France, began a Moscow—Riga—Paris

cargo service with Antonov An-12s. One of these aircraft is seen at Le Bourget Airport,
Paris, with a Soviet 11,600 kg excavator for a Paris company. (Air France)

The frequency of the Moscow—Vladivostok service, which is reserved for

international air freight, was stepped up to three flights per week, and a new
cargo service was planned to connect Moscow with the North Korean capital
Pyongyang, via Khabarovsk.
After 1 June, 1973, the Khabarovsk—Tokyo freight services of Aeroflot
and JAL were switched to the Japanese city of Niigata.

Mail Service
Before the advent of the modern jet age, Aeroflot used to operate
numerous services from Moscow to major cities, carrying only mail or
primarily mail with passengers on a space-available basis. In the summer of
1949, such services were in operation along the Siberian route to Sverdlovsk,
Novosibirsk, Krasnoyarsk, Irkutsk, Khabarovsk and Vladivostok, and to
Yakutsk in Eastern Siberia. Special services were also operated to Molotov

qa
(later Perm), Syktyvkar, Kuybyshev and Chelyabinsk. Alma Ata, Tashkent
and Ashkhabad had daily mail flights from Moscow, similarly Tbilisi,
Simferopol, Minsk, Riga and six major cities in the Ukraine apart from Kiev.
Mail services also connected Novosibirsk with Yakutsk, and Khabarovsk with
Yuzhno-Sakhalinsk in the Soviet Far East. Due to the use of Ilyushin I-18
piston-engined aircraft, mail could be flown from Moscow to Vladivostok in
just over thirty hours, to Yakutsk in twenty-two. In 1950, 29,000 tons of
mail were carried by Aeroflot over an average distance of 809 km.
The actual number of mail flights decreased gradually as more modern
aircraft were phased into nationwide service. In connection with this
development, Aeroflot became the official mail carrier for medium to long
distances inside the Soviet Union. The delivery of mail has obviously been
made much easier because of the continuing build-up of an extensive network
of air services. It is claimed that letters can now be flown and delivered to
most areas of the USSR within two to three days. The volume of mail carried
by air increased from 60,000 tons in 1955 to 276,000 tons in 1965 and to
nearly 354,000 tons in 1969.
Apart from using flights of the all-Union pattern of services, Aeroflot
carries a considerable amount of mail on local (MVL) flights. It is of interest
to note that mail traffic, similar to passenger traffic, experiences seasonal
fluctuations, and the peak month each year is October.
Special post offices are now in use at the main airports serving major cities,
and plans are known for additional sorting and despatch offices. Over the
period 1960-72, post offices were built at thirty-one major airports through-
out the Soviet Union. The handling capacity at Moscow’s Vnukovo Airport is
25,000 tons ofmail a year, at Domodedovo 22,000 tons. In 1973 a study was

Representatives of Aeroflot’s large single-engined fleet. Six Antonov An-2 biplanes and,
in the foreground, a Yak-12. The Yak’s port-side stretcher-loading door can be seen in
the open position.

78
‘Mail has been delivered to the tundra’ is the Aeroflot caption to this photograph of a
Mil Mi-4. This type of helicopter is used in large numbers but is being replaced by the
turbine-powered Mi-8. (Aeroflot)

being made into the possibility of using containers for the carriage of mail.
In 1973, Aeroflot was using special aircraft to carry mail from Moscow to
a number of cities since the normal passenger flights were unable to handle
the considerable volume of mail. A daily Tu-104 service took mail from
Moscow to Omsk, Novosibirsk, Irkutsk and Khabarovsk. Yak-40s flew mail to
Gorkiy, Izhevsk and Saratov, and An-24s served Arkhangelsk, Kirov,
Syktyvkar, Penza, Kharkov and Vilnius, whereas I]-14s flew mail to
Voronezh, Volgograd and Simferopol. On the Irkutsk—Yakutsk route, An-12s
carried mail which was then further distributed from Yakutsk to regional
centres of Eastern Siberia. In many parts of the country, Aeroflot uses
Yak-12s, An-2s and various types of helicopters to fly mail to outlying
settlements, sovkhozes and construction sites.

Air Tariffs
Tariffs for the carriage of passengers, mail, baggage and cargo, their rules
and application, are the responsibility of the Soviet Ministry of Civil Aviation.
Air tariffs are worked out within the framework of the general policy for the
comprehensive system of Soviet internal transport, in which the State is the
regulatory body ensuring a balanced work load for the various modes of
transport.
Like any other commercial enterprise, Aeroflot strives to achieve a profit
in all its spheres of transport operations, with the aim of covering its costs in
the provision of air services and of creating a surplus to ensure profitability.
The level of tariffs is directly influenced by labour costs, the price of fuel and
other basic factors determining the cost level of operating scheduled services
in different parts of the country. It is an established fact that air transport
costs in northern regions of the USSR are considerably higher than those in
other areas, one of the factors influencing the high cost structure being the
absence of railways or roads in the north which makes it very expensive to

79
take aviation fuel to northern base airports and keep them supplied with all
the necessary technical means for the maintenance of aircraft and equipment.
Reports indicate that air transport costs in Yakutia, Magadan district and
northern parts of Krasnoyarsk region are two and a half times as high as the
average cost for the Soviet Union and three and a half times the cost level of
Aeroflot’s Ural, Moscow Transport or North-Caucasia Directorates.

Passenger Fares
By taking air transport costs in various parts of the country as a basis,
passenger fares are established according to two geographical areas as detailed
in Tables 32 and 33, the significant point being the fact that a separate higher
fare level applies to northern regions of the USSR. Aeroflot applies both
proportional and differential rates to determine the scale of passenger fares:
the proportional system applies to flight sectors up to 300km and the
differential system to sectors beyond 300 km. As of 1 January, 1969, the
scale of passenger air fares was fixed as follows:

Sector distance Group I* Group II}

Up to 300 km 3 kopecks/km 5 kopecks/km
Beyond 300 km 9 roubles for first 300 km 15 roubles for first 300 km
plus 1:5 kopecks/km plus 2-5 kopecks/km

* Between points connected by railways.

+ Between points not connected by railways.

It is believed that this basic scale applies both to Aeroflot’s all-Union and
to local (MVL) services. For the numerous ultra-short sectors of the local
(MVL) pattern of services, Aeroflot uses rounded-off fares, with a minimum
air fare of 1 rouble for sectors up to 30 km in Group I and 1:5 roubles in
Group II.
The present level of passenger fares is very competitive with that of other
means of transport. Air travel over longer distances is an attractive propo-
ae 'fares are fixed as an incentive for passengers to travel by air instead of
y rail.
In its application of passenger tariffs, Aeroflot grants its travellers rebates
in various instances. Seasonal fares, which are introduced to stimulate air
travel during the winter period, grant rebates to various categories of
travellers: students, for instance, are given a 50 per cent discount. In 1963
when the winter rebate system was introduced, 350,700 passengers travelled
at reduced air fares; the corresponding figure for 1968 is given as 2-3 mn.

Mail, Baggage, Cargo Tariffs

The principle for constructing cargo, baggage and mail charges is the same
as that for passenger tariffs. Aeroflot applies proportional rates for sectors up
to 200km and differential rates for sectors beyond 200 km. The scale of
charges is not geared to geographical areas of the Soviet Union but a system

80
of eleven zones, based on distances, is applied.
At 1 January, 1969, the scale of baggage and mail charges was established
as follows:

Sector distance Cost of 1 kg of baggage or mail

Up to 200 km 0-04 kopecks/km

201— 300km 8-0 kopecksat 200 km
plus 0-035 kopecks/km
301— 400km 11-5 kopecksat 300 km
plus 0-028 kopecks/km
401— 500km 14-3 kopecksat 400 km
plus 0-023 kopecks/km
501— 600 km 16:6 kopecksat 500 km
plus 0-022 kopecks/km
601—1,000 km 18-8 kopecks at 600 km
plus 0-021 kopecks/km
1,001—2,000 km 27:2 kopecks at 1,000 km
plus 0-020 kopecks/km
2,001—3,000 km 47-28 kopecks at 2,000 km
plus 0-019 kopecks/km
3,001—4,000 km 66:2 kopecks at 3,000 km
plus 0-018 kopecks/km
4,001—5,000 km 84-2 kopecks at 4,000 km
plus 0-017 kopecks/km
5,000 plus km 101-2 kopecks at 5,000 km plus 0-016 kopecks/km

Charges for air freight are fixed at 70 per cent of the baggage/mail charges.
There is only a standard freight tariff which does not differentiate between
types of freight. Cheaper rates are, however, offered for parcels sent by air,
the charges being calculated at 40 per cent of the baggage/mail rates.
A comparison of air and rail charges for freight reveals that it may cost up
to four times as much to send freight by air than by rail, therefore, in general,
Aeroflot’s freight consists of urgent consignments and perishable or valuable
goods.
In 1966, Aeroflot was set the task of being the principal carrier of freight
in most parts of Siberia, ie. Tyumen district, Krasnoyarsk region, Yakutia
ASSR and Magadan district. It is believed that special charges are applicable
for the shipment of bulky loads by air in these areas.

81
 Donetsk Airport in the Ukraine, with passengers about to board an Antonov An-10.

CHAP
EE ReLUT

Domestic Air Transport

RUSSIAN FEDERATION

European North
The northern economic region of the USSR comprises the administrative
districts of Pskov, Novgorod, Vologda, Leningrad, Arkhangelsk and Murmansk,
and the Karelia and Komi ASSRs, thus taking in the entire northern part of
European Russia. With a population of 3-8 mn in 1971, Leningrad is the
largest city of this region. It is the most important industrial, economic,
scientific and cultural centre of the north, and its seaport is the biggest
gateway of the Soviet Union to the west. Other big cities in the north are
Petrozavodsk, capital of Karelia, and Murmansk and Arkhangelsk, both big
seaports and industrial centres.
Aviation plays an important role in the system of communications in
the north and Aeroflot has three directorates which are responsible for
services in the region: the Northern*, Arkhangelsk and the Komi Directorates.
The Northern Directorate is one of the largest units of the Soviet airline
system. It operates a fleet of aircraft comprising the An-2, An-24, I-14, I-18,
Li-2, Tu-104, Tu-134, Yak-12 and Yak-40. Local (MVL) services are operated
* Now renamed Leningrad Directorate.

82
 YSNVINYNIN
VINWYOA

MSAOUD YVIN-NVAYWN

WYOHID3d

MSTJONVHYV

VLHN

83
MSGOAVZOUL3d (wel=
YVMAALNAS
> ye 10d09¥y
SV1LOy
MSTA

QVYONINAT
MSTOMIN
SIO NS
$13A0
£ da4SHD VOSOT0A
Wl a | wana
Y

*6 UIOYIONadoing
— [PUOISOI-Io}U]
S9OIAIOg
 View from the loading apron of the Leningrad Shosseiny Airport terminal.

within all the districts mentioned above and also in Karelia ASSR. Operations
within Arkhangelsk district and Komi ASSR are described later. Leningrad is
a very important traffic generating point and two airports, Shosseiny and
Smolny, serve the city. Shosseiny Airport handles long-haul all-Union opera-
tions which serve ninety-two cities in all parts of the Soviet Union, the
furthest destination being Petropavlovsk in Kamchatka; and Smolny Airport
handles all local and regional flights, having, after modernization, taken over,
in the summer of 1971, many regional services formerly using Shosseiny.
Over recent years, there has been an increase in the number of direct
services operated from Murmansk to southern destinations. Petrozavodsk was
given its first direct link with Sochi in June 1970, and Pskov had a new direct
service to Kiev in May 1970.
Aeroflot’s Northern Directorate is responsible for flight operations
between Moscow and _ Velikiye-Luki, Pskov, Novgorod, Leningrad,
Petrozavodsk, Kirovsk, Cherepovets, Vologda and Kotlas, the highest fre-
quency of services being provided between Moscow and Leningrad, with up
to fifteen flights a day operated by 100-seat Tu-104Bs.

A Northern Directorate Ilyushin Il-14 outside the terminal building at Arkhangelsk.

84
 Arkhangelsk District
In 1968, the Arkhangelsk Aviation Group was formed as an independent
operating unit of Aeroflot’s Northern Directorate. In 1973 it became the
Arkhangelsk Directorate and this event marked the culmination of con-
tinuous expansion of air services from Arkhangelsk. This city, the ad-
ministrative seat of the district, is outstanding as an industrial centre, and its
seaport is, after Murmansk, the most important of the European North. The
absence of railways in Arkhangelsk district, apart from one trunk line, and
the restricted seasonal use of waterways have given air transport a tremendous
impetus. Aircraft are now the accepted common carriers of passengers, cargo
and mail throughout the district.
Il-14s, Li-2s and An-2s are used on local routes within Arkhangelsk district
and in the autumn of 1969, Yak-40s were introduced on regular services and
LS
Pechenga
Nikel

MURMANSK
Serebryanskiy

Lovozero
Monchegorsk Gremikha

Kovdor Kirovsk
Lumbovka
Kandalaksha
Alakurtti o__—" Krasnoshchelye

Umba
Sosnovka
Kuzomen FE
Loukhi Naryan-Mar
Nizhne-Pesha
Pyalitsa
Chavanga—— u

Kalevala

Kem
Leshukonskoye
v, ARKHANGELSK
Belomorsk Pinega

Muezerskiy

Karpogory
Segezha Onega

Padany

Medvezhegorsk Bereznik
Plesetsk
Shunga
Verkhtoima
Suojarvi
Shenkursk Urdoma
Sortavala

Pudozh
Pitkyaranta PETROZAVODSK Nyandoma Krasnoborsk
Kargopol
Shangaly Kotlas

Olenets
Konosha

10. Arkhangelsk and Murmansk Districts, Karelia ASSR

85
now fly between Arkhangelsk and Kotlas, Mezen and Naryan-Mar. Airport
development at numerous towns in the Arkhangelsk district has permitted
more extensive use of Il-14s and Li-2s, which now serve Onega, Kargopol,
Velsk, Pinega, Bereznik, Shenkursk, Mezen and Leshukonskoye. An-2s have
again proved most reliable and they operate to the hinterland of Arkhangelsk,
Mezen, Naryan-Mar and Kotlas. In summer, An-2s are widely employed as
twin-float seaplanes but in winter usually operate on skis.
Aeroflot maintains regional operations from Arkhangelsk to Murmansk,
the service having been re-introduced in 1959, after a lapse of several years,
with twice daily I[]-14 flights. Another important regional route links
Arkhangelsk with Naryan-Mar and Vorkuta.
With a fleet of I-18 propeller-turbine aircraft, Aeroflot maintains year-
round service from Arkhangelsk to Moscow, Leningrad, Kiev and Odessa, and
to Simferopol, Krasnodar, Sochi and Mineralnyye Vody throughout the
summer season. .

Komi ASSR
Komi republic covers an area of 416,000 sq km in the northeastern part of
European Russia and has a population of nearly a million. All main
population centres are situated along the major railway line, namely Ukhta,
Pechora, Inta and Vorkuta, and Syktyvkar, the republic’s capital, has been
linked to it by a branch railway line since 1960. Surface transport in Komi is
hampered in summer by swamp areas and in winter by severe weather
conditions, and air transport is now the accepted common carrier in the
republic.
Aeroflot’s Komi Directorate has its main base at Syktyvkar. Within the
republic, an extensive route network interconnects a total of thirty points.

An Antonov An-2 on skis being loaded with mail at an airport in Northern Russia.

86
 Yangarei

Chernaya

Vorkuta
Indiga
NARYAN-MAR
Yazhma

Lezhdug
Adzvavom
Nizh Pesha Novyy Bor

Ust’Usa

Ust’Tsilma

Pechora
Izhma

Vazhgort Kyrta

Koslan Dutovo
Yertom Wisi ~

Zheleznodorozhnyy Troitsko-Pechorsk

Mikun
Pomozdino

Storozhevsk
Ust’Unya
SYKTYVKAR
Ust’Kulom Ust‘Nem
ee

Vizinga

Obyachevo Koigorodok Kazhim

Letka

11. Komi ASSR, Nenets National Area

87
On trunk routes linking Syktyvkar with Ukhta, Koslan, Pechora and Vorkuta,
An-24s operate daily flights, and Il-14s and Li-2s serve such destinations as
Inta, Ust’Ishim and Troitsko-Pechorsk. Yak-12s, An-2s, Mi-4s and Mi-8s are
used to serve many isolated settlements which are completely devoid of
surface transport. The Komi Directorate also maintains communications with
the islands of Novaya Zemlya and Franz-Josef Land. On routes of all-Union
importance the Komi Directorate of Aeroflot operates Tu-134s and An-24s.
Most services radiate from Syktyvkar, but some also include Ukhta and
Vorkuta.
Before 1960, this Aeroflot unit was known as the Syktyvkar Aviation Group
of the Northern Directorate, and it operated only Li-2s and Il-14s on
all-Union routes, its main responsibility being the link between Moscow and
Norilsk by way of Gorkiy, Syktyvkar and Vorkuta. In mid-1960, An-10s were
added to the fleet, and the new aircraft started regular flights between
Syktyvkar and Moscow and inaugurated a new service between Syktyvkar and
Leningrad. Expansion of An-10 operations followed on 2 February, 1961,
over the Moscow—Syktyvkar—Norilsk route. Having been operated for well
over a decade, An-10s were responsible for a tremendous upsurge in
passenger traffic on numerous routes linking Syktyvkar with major centres of
European Russia. In November 1971, An-10s began regular flights to Western
Siberia, serving Omsk and Barnaul.
Delivery of new An-24s in 1968 enabled Aeroflot Komi to introduce
additional seasonal flights to Rostov, Kharkov, Simferopol and Krasnodar and
the type has subsequently been used to build up a pattern of regional routes
linking Syktyvkar with Arkhangelsk, Izhevsk, Kirov, Perm, Ufa, Chelyabinsk,
Kazan, Kuybyshev and Ulyanovsk.
Since 1968 Komi Directorate aircraft have been identified by a reindeer
badge on their fins.
Tu-134s were added to the fleet of the Komi Directorate in early 1973 to
start replacing the An-10s withdrawn from service in 1972.
Aeroflot Komi was reported to have carried a million passengers in 1969,
and the volume of this traffic was planned to be increased to 1:4 million in
1 OTS:

Central Russia
With a population of more than 30 million, Central Russia is the most
densely inhabited area of European Russia. Moscow, the Soviet capital, as the
heart of the region, is the outstanding administrative, economic, industrial and
cultural centre, and it is served by a well-established network of road and rail
communications. In addition to surface transport, regular air services are in
operation between Moscow and all surrounding major towns in the adminis-
trative districts of Central Russia. Moscow’s aerial gateway to Central Russian
points is Bykovo Airport to the southeast of the capital. This is the base
airport for Aeroflot’s Central Regions and Arctic Directorate, (formerly the
Moscow Directorate), which employs a large fleet of aircraft for short- and
medium-haul operations. There is widespread use of Czechoslovak-built L-200
air taxis, supported by An-2s, Li-2s and Il-14s which have been providing
service in the region for a great many years. In late 1963, the propeller-
turbine An-24 was introduced on regular operations from Moscow to Saratov

88
Part of the departure board at Vnukovo Airport, Moscow. Services are shown leaving for
Novosibirsk, Donetsk, Kharkov, Irkutsk, Lvov and Khabarovsk.
KOSTROMA

YAROSLAVL KINESHMA

OSTASHKOV
IVANOVO

KALININ

GUS-KHRUSTALNY

SMOLENSK
Ryazan KASIMOV

BRYANSK

TAMBOV
KLINTSY

BORISOGLEBSK
VORONEZH

BELGOROD :
12. Central Russia — inter-regional Services

89
and, later, Voronezh. It was also in Central Russia that the new Yak-40
short-haul jet aircraft began regular service, its first route being between
Moscow and Kostroma when the aircraft was introduced in September 1968.
Local (MVL) services are in operation in most Central Russian districts,
based in each case on the administrative centre. In Kostroma district, some
400 km to the northeast of Moscow, Aeroflot provides service to more than a
dozen places, and on these routes in 1966 passenger traffic reached a total of
300,000.
In 1968, preparations were under way for a marked increase of air
transport within Central Russia and from all major towns of the regions to
key cities in all parts of the European USSR. This called for airport and
airport terminal construction at Kursk, Kaluga, Kalinin, Tula, Voronezh,
Lipetsk and Tambov.
The build-up of individual route patterns based on Tula, Ivanovo, Kursk,
Lipetsk, Tambov, Bryansk and Voronezh over the last few years has been
remarkable and the flow of passenger traffic has thus been completely

Kazanskaya

Tea Bokovskaya

Kashary

Millerovo

Kamensk-Shakhtinskiyee Morozovsk

Belaya Kalitva a

a aN
etree Dubovskoye
Semikarakorskiy
Bol Martynovka

. —— Zavetnoye
Zimovniki
Orlovskiy

Proletarsk
Remontnoye

13. Rostov District

90
 changed, so that in most instances it is no longer necessary to use Moscow as
a transit point.
During the summer months, there is a marked increase in direct services
operated from Ivanovo, Kostroma, Tula, Kursk, Lipetsk, Tambov, Bryansk,
Belgorod and Voronezh to gateway airports of the Black Sea/Caucasus
holiday region, flights being operated almost exclusively with An-24s.
It was reported that Aeroflot’s Central Regions and Arctic Directorate was
operating on 450 routes in 1969 and in the year carried a total of four and
three-quarter million passengers. It is believed to be the largest Aeroflot unit
operating short- and medium-haul aircraft. By April 1970, this Aeroflot
directorate was operating twenty-two Yak-40s and more than sixty An-24s.

North Caucasia
North Caucasia is an economic region in the southern part of the Russian
Federation, bordering on the Black, Azov and Caspian Seas and the Caucasus

Yeisk

Starominskaya

, Leningradskaya

v Pavlovskaya Belaya Glina

Primorsko-Akhtarsk

Tikhoretsk
Achuyevo

Timashevsk

Kropotkin
Petrovskaya

Eri
Taman Slavyansk-na-Kubani
Starotitarovskaya

Armavir
Amene KRASNODAR sae

Novorossiisk Belorechensk
Labinsk

Maikop
Gelendzhik Clein teh INNAEl 4 Masoustar
Apsheronsk

Dzhubga

Tuapse

Sochi —~ ~
14. Krasnodar Region

ot
 Divnoye
Krasnogvardeiskoye
|patovo

Novoalexandrovskaya

Svetlograd Arzgir

Blagodarnoye
STAVROPOL
Prikumsk Neftekumsk

Alexandrovskoye

Zelenokumsk
Cherkessk Georgiyevsk
; oa Kurskaya
oC

Pregradnaya Kislovodsk

Karachayevsk

Teberda

15. Stavropol Region

mountains. Economically, the region is well developed and closely interlinked

with other parts of European Russia which it supplies with natural gas and
oil.
The region is important for tourism. There is a year-round influx of
vacationists from all parts of the Soviet Union to the resorts of the Black Sea
and the Caucasus mountains. Because of this tourist traffic, Mineralnyye
Vody, Krasnodar and Sochi/Adler are among the busiest airports in the
USSR.
Aeroflot’s North-Caucasia Directorate is responsible for all air services
within the region, which includes Rostov and Astrakhan districts, Krasnodar
and Stavropol regions, and the Kalmyk, Kabardino-Balkar and Checheno-
Ingush ASSRs. The network of regional and local (MVL) routes is extensive,
and on the services Aeroflot uses An-2s, An-24s, Il-14s, L-200s and Yak-40s
as well as Mi-4 and Mi-8 helicopters.
For operation on routes of all-Union importance, Aeroflot North-Caucasia
employs a fleet consisting of An-24s, Tu-124s and Tu-134s. An-10s were
introduced in February 1961 to operate between Moscow and Rostov. In the
summer of 1971, the network of An-10 operated services amounted to
15,470 km.
Tupolev Tu-124s began operations for Aeroflot North-Caucasia in 1963
from the base airports of Volgograd and Mineralnyye Vody. In 1965, An-24s
were added to the fleet, and among the first routes flown with the new

92
 Ys
Lee WH E
i. E {
Y e e )
Inter-regio
Services
—

GARE
3
13
me |]

a
HIVE
Sa

me
5 Oo
-4

2
tu
rr
~

ae
fee (2)
 O Tyulenty

Yuzhno-Sukhokumsk

Kochubei

Suyutkino
Ortatyube
O Chechen
Tarumovka
Terekli-Mekteb Krainovka
4 Lopatin

Kizlyar

Babayurt

Khasavyurt

MAKHACHKALA

Botlikh
Khunzakh Levashi
Karata
Gunib
Sovietskoye
Akusha Derbent
Tsurib

Tlyarata Vachi

Kasumkent

Magaramkent
Rutul

17. Daghestan ASSR

aircraft were those linking Krasnodar with Anapa, Gelendzhik, Novorossiisk

and Tuapse, and subsequently they were serving all the major towns of the
region. Base airports for An-24s have been established at Rostov, Astrakhan,
Groznyy, Krasnodar and Stavropol, from where extensive networks of
services now radiate to many major cities in the European USSR and the
Urals. In 1971 the network of An-24 operations had grown to 34,895 km.
An-10s were withdrawn from service in 1972, and Tu-134s were phased
into service in late 1972 from Volgograd to Moscow, Kiev and Sochi, replacing
or supplementing the older Tu-124s.

94
 Vozrozhdeniye

—_ ~- Khvalinsk
Rtishchevo Petrovsk
Pugachev
Balakovo
Arkadak

Romanovka Perelyub
Atkarsk
SARATOV
Balashov
Kalininsk eis

Yershov
Samoilovka
Zhirnovsk
Krasnoarmeisk Krasnyy Kut
Uryupinsk
Rovnoye

Novoanninskiy

Danilovka
Novouzensk
Kotovo

Mikhailovka
Kamyshin
Ve
Pallasovka

Yershov
Frolovo
Serafimovitch

Leninsk

Surovikino

N Chir

Kotelnikovo

18. Saratov and Volgograd Districts

Passengers boarding an Antonov An-10A at Vnukovo Airport, Moscow, from mobile

steps which have been set at a very shallow inclination because of the An-10’s low sill
height.

95
 iseqjeg

Ny,
JOW
AAuseiy|
Jog

iyoeAinAy eBnge|a, Ua
SuUljaZuay) XE
Aujay9 gen
ysAueyy

swe yOUYZIN OAaS 10g

jodoisiy9)
Sa SN onoWNA|

96
akorSsrahaxa|V7
om
SUIWYSaYsoAON
iysewe,
AaysAqiny peek onadeyjeuzy
suing
1ysnAja] YSABAJOW|
YE iyeley onakeqnxy

aAoueyzyz01q
og Faueyrie eyyiyoauzny ~ nssmin
ueyswasayd ewjning

faa)
me
A\aeg
ye yan

“6l
12eL
USSV
 Volga Region
Flanked by Central Russia, the Urals and regions of Northern Caucasia, the
Volga economic region has been formed from all the districts surrounding the
most important waterway in the USSR, the Volga. By tradition, the Volga
has been a vital artery linking central and southern Russia with the Caspian
Sea and serving as a natural barrier between Europe and Asia. A number of
important cities are situated along this great river, all of which have grown
into highly industrialized centres. The exploration of oil in the upper Volga
region and newly established derivative industries have added to the Volga
economic region’s standing in the USSR.
The system of communications is dominated by the river Volga. Railways
have been built to take some of the heavy traffic from the river since they can
be used throughout the year, whereas much of the Volga is blocked by ice
during the winter months.
Within the Volga region, regular air services are the responsibility of
Aeroflot’s Volga ins epeeFrom the major base airports of Gorkiy, Kazan,

Ne whe

Karaidel

Dyurtyuli
n
e
e
L
Kr Klyuch
Bakaly

Oktyabrskiy
Uchaly

Belebei

Priyutovo
Beloretsk
Buguruslan
Abdulino
Sterlitamak

Askarovo
Salavat
Ponomarevka

Meleuz
Sharlyk
Mrakovo
Buzuluk re
au Baimak Sibai

‘Liga
Sorochinsk

Kvarkeno
Pervomaiskiy

Tashla Akyar
WARS ORENB URG aren

Wek Kuvandyk Gai

Adamovka

Kumak
Sol-lletsk
Ak-Bulak

Dombarovskiy Svetlyy

20. Bashkir ASSR, Orenburg District

|
Ulyanovsk, Kuybyshev, Ufa, Orenburg, Penza and Saratov, regional and local
services serve some 180 places. Air transport within the region is in
competition with increasing numbers of large hydrofoils which provide
frequent connections with all major cities.
Local air services are most extensive in Tatar ASSR, where they are
centred on the capital Kazan. Within the republic, thirty-two places receive
regular service by An-2s, Li-2s and Il-14s. Within Tataria, the passenger total
was reported as 16,000 in 1963 but this number had increased to over
600,000 by 1968. Between Kazan and Chistopol, up to eleven flights a day
are offered; between Kazan and Bugulma, up to eight a day.
& LENINGRAD
PERM
SVERDLOVSK
IZHEVSK vA
IVANOVO CHELYABINSK

MOSCOW UFA
SARANSK ULYANOVSK

PENZA KUYBYSHEV
eee
VORONEZH
SARATOV

KHARKOV
DNEPROPETROVSK VOLGOGRAD

ZAPOROZHYE
a s \/ ASTRAKHAN

SIMFEROPOL ‘ STAVROPOL
J
aa MINVODY

TBILISI
BAKU
21. Saratov Aviation Group Route Network in 1972
Independent local route networks have been set up within Gorkiy,
Saratov, Ulyanovsk and Kuybyshev districts and also within Bashkir ASSR,
with Ufa as the focal point.
Aeroflot’s Volga Directorate plays an important part in air communication
between the Volga region and other parts of the USSR. With a fleet of
An-24s, Tu-124s and Tu-134s, regular all-Union services serve destinations as
far apart as Leningrad and Tashkent, Lvov and Novosibirsk. Aeroflot Volga
handles nearly all air traffic between Moscow and Kazan, Saransk,
Kuybyshev, Penza, Ufa and Orenburg. Until mid-1972 many services from
Kuybyshev were flown with 110-seat An-10s to handle heavy traffic to Ufa,
Sverdlovsk, Orenburg, Omsk, Novosibirsk, Tashkent, Mineralnyye Vody,

98
Tbilisi, Krasnodar, Sochi, Simferopol, Kharkov, Kiev, Moscow and Leningrad
but most flights are now operated with Tu-134s. From Kazan and Ufa, the
majority of flights are operated with Tu-124s. Services radiating from Gorkiy
and Orenburg are being developed with An-24s, and Tu-134s began regular
flights from Gorkiy to Sochi and Simferopol in the summer of 1971.
Aeroflot Volga has a sub-division based at the industrial city of Saratov, on
the Volga, and with a fleet of at least twenty An-24s, this aviation group links
Saratov with a total of thirty-four cities in the European part of the USSR
over a network which grew from 7,140 km in 1965 to 19,775 km in 1971.

Ural
The Ural region of the Russian Federation is centred around the Ural
mountain range which forms a natural border between Europe and Asia. The
area covered is as large as France, Germany, Spain and Italy together and is
very rich in minerals which form the basis for highly specialized industries.
The northern part of the region is largely uninhabited; it is in the central
part that many large cities and industrial complexes are to be found. Total
population of the region was given in 1969 as 16-4 million. Sverdlovsk, with a
population of over 1 million, is the largest city. Other large cities are
Chelyabinsk, Magnitogorsk, Nizhniy Tagil, Perm, Izhevsk and Kirov. There are
extensive railways in the central part of the Ural region, and roads interconnect
all main towns, reaching far into the north, with regular inter-urban buses
linking many towns and settlements.
Within the Ural region, air services are operated by Aeroflot’s Ural
Directorate. From Sverdlovsk, hub of the region, services radiate to all major
towns, and An-24s and Il-18s operate frequent flights from Sverdlovsk to
Perm, Kirov, Izhevsk, Chelyabinsk, Magnitogorsk and Kurgan. Many local
routes are flown with An-24s, Il-14s or Li-2s, but Yak-40s are being
introduced in increasing numbers. Independent route networks exist in all
administrative districts and in the Udmurt ASSR of Ural region. Regular
flights are operated with An-2s, Li-2s or Yak-12s.
Aeroflot Ural serves regional routes extending from Sverdlovsk to
Tyumen, Surgut, Tobolsk, Nizhnevartovskiy, and Urai in Tyumen district,
from Chelyabinsk and Magnitogorsk to neighbouring Kazakhstan, to Ufa and
Kuybyshev, and from Perm to Kazan. Most regional services are flown with
An-24s which started regular service with Aeroflot’s Ural Directorate on
1 June, 1965, over the route Sverdlovsk—Tyumen—Urai. With the delivery of
additional An-24s, operating units for this type of aircraft came to be
established at Perm, Izhevsk, Kirov and Magnitogorsk from which bases route
patterns are being developed.
All-Union services of the Aeroflot Ural Directorate are flown mainly with
Il-18s linking the Ural region via the major airports at Sverdlovsk, Perm,
Chelyabinsk, Kirov and Magnitogorsk, with Moscow, Leningrad, cities in the
Ukraine, holiday centres in the Black Sea/Caucasus area, Central Asia and the
Siberian destinations of Novosibirsk, Kemerovo, Krasnoyarsk, Bratsk and
Khabarovsk.
Three and a half million passengers and 80,000 tons of cargo are reported
to have been carried by Aeroflot Ural in 1970. Koltsevo Airport at
Sverdlovsk, the largest airport of the Ural region, handled 1-7 million pas-
sengers in 1970.

ws,
 1eyZiA

eAewsay9-is-)
qouAN

Auied uApsayD

esoy.isn ySyaysiAousesy

4S|/e4NdIaAIS

ysanayoiey
Al

[
YSWe}I|OS

I41UZaIeg
BAIeA

JeywApny pez

ZoWwsaYyD eyyeqny
aAInjoyya
YZIN ein}

100
YSUIYDPAWAIS)

I
lonosny9
oulBeyoysasa, eAysny

ail
PBASA
epjes

yap,
421N Neel 4S|/eunousesy
ysnakede|y
ysuuny

Aruyzi16e,

onojexieg
Ss Aseweys
mS
Alysaowaliy
eA|eUS wAjnbny

esqjey
Ao|ysAwey
Alysaoyieys’ 1083ASSAO
ySWIyNOUSeIy
—*
w
y4ysSNWAaYD
eB AiysigeAyyQ |e4)-4Sua
Als wey
YSAOJIEYHIW
uy

“77 UlIogpur YSAO[PIOAGSJOH}SIC]

 XV
OAOIEYS

oOAo}eW|eg
SULpeys
¢ ys1eqyey

»ysAoujedazeAN
PEA
!a}2sN)

NVOYNy
oulysnyey)

IS aAyonyoys
po OAOYYNIAg
YSNISVATSHO
» ~ eYyx!WNYS
ff S
ysnoje|Z
O/APIM\e}es onauawjy ysAweyiny

eysy
B41eS
|

101
2aA0¥S1) lq Ise &

aAouuljas
wy
J HSHOAL aos |nye1ey

SAOUBA|-AeIeY,
adoysiqeA}O
Pe na

VW ASHODOLINS
lat

yS]eunauyrx10/\
aAoyS|1Z1)

-¢z ysulqeAjoyD
pue uesINY SJOINSIG
 A river service in Tyumen District, provided by an early example of the Antonov An-2.

Tyumen District
With an area of nearly one and a half million sq km, the Tyumen district is
one of the largest sections of the Russian Federation, taking in the wide Ob
river basin and opening out to the Arctic Ocean. The Ob is an important
transport artery, although it is navigable only for about five months of the
year. Railways are limited in number and extensive road systems exist only in
the southern part of the region. Air transport has become the common carrier
and is the most important means of communication. Aeroflot’s Tyumen
Directorate is responsible for services within the region, and from Tyumen,
the major base, a trunk route goes to Tobolsk, Khanty-Mansiysk, Berezovo
and Salekhard, and is served daily by An-24s. Tyumen is also linked with the
new towns of Urai, Nizhnevartovskiy and Surgut, the latter being the centre
of a fast-growing oil producing area. The network of local (MVL) routes in
Tyumen district is reported to have reached 16,500 km in 1971. Aeroflot
_ Tyumen’s regional services operate between Tyumen and Sverdlovsk, Chelya-
binsk, Magnitogorsk and Kurgan. From Salekhard, a river port at the mouth
of the Ob, services are operated to Vorkuta, in addition to a network oflocal
routes. Within the northern part of Tyumen district, beyond the Arctic
Circle, aircraft of Polar Aviation maintain communication with outlying
settlements.
The Tyumen Directorate uses An-24s and Tu-134s for its all-Union
services, and these services radiate from Tyumen to Kazan, Kuybyshev,
Moscow and to Krasnodar and Anapa in the holiday area of the south. In
November 1968, both Salekhard and Surgut were given direct service to
Moscow and thus appeared on Aeroflot’s map of trunk routes for the first
time.

102
 The fleet of Aeroflot Tyumen consists of An-2s, An-24s, Il-14s, Li-2s,
Tu-134s and Yak-12s, and Mi-4 and Mi-8 helicopters. This directorate has
been handling an increasing amount of passenger traffic, 500,000 being
carried in 1964, 980,000 in 1967, 1,500,000 in 1970 and the total should
reach 2,500,000 by 1975. During the 1966-70 Five-Year Plan period, a total
of 5-7 million passengers was carried, in addition to 510,000 tons of freight
and mail.

Gyda

Mys Kamennyy

Novyy Port

Tazovskoye
Salekhard

2 Nyda

Krasnosel
kup
Muzhi Nadym

Tarko-Sale

Berezovo

Igrim

Oktyabrskoye
: Korliki

Sovietskiy Burge Laryak

Pionerskiy
Khanty-Mansyysk Nefteyugansk _ Nizhnevartovskiy
Urai

Lugovoi
Kondinskoye
Uvat

1)
Tobolsk LA

TYUMEN < Vikulovo

Ishim

24. Tyumen District

103
Helicopters are extensively used to transport engineers and supplies to the numerous
construction sites in Siberia. This Mil Mi-8 is seen carrying parts for the Tyumen-Surgut
high-tension electric powerline, in February 1969.

Tu-134s were phased into scheduled service in November 1972 over a new
route connecting Moscow with Nizhnevartovskiy via Tyumen. In April 1973,
Tu-134s were introduced on new routes from Tyumen to Leningrad,
Kuybyshev, Sochi and Simferopol.

104
 Western Siberia
As an economic region, Western Siberia covers one seventh of the area of
the Russian Federation. It consists of Altai region as well as Tyumen, Omsk,
Novosibirsk, Tomsk and Kemerovo districts. Only the southern part of the
area is more densely populated, with a highly developed industry in the
Kuzbass area. The Trans-Siberian Railway and the South Siberian Railway
form the basis for the system of communication in central and southern parts
of Western Siberia. Transport along the river Ob, with its tributaries Irtysh
and Tobol, is of great seasonal importance. In northern parts of Western
Siberia, surface transport is practically non-existent and aviation, therefore,
assumes an important rdle. Aeroflot’s Western Siberia Directorate is respon-
sible for services within this part of the Soviet Union, except for the Tyumen
district.
Networks of local services are well developed, radiating from the regional
administrative centres of Omsk, Novosibirsk, Barnaul, Tomsk and Kemerovo.
Antonov An-2s are extensively used, with some operating on floats throughout
the summer season; but An-24s, I]-14s, Yak-40s and Li-2s serve routes
between the larger cities. Regional services go to Tobolsk, Tyumen, Surgut,
Nizhnevartovskiy, Krasnoyarsk, Abakan, Semipalatinsk, Ust’Kamenogorsk
and Bratsk. In 1959, a direct service between Novosibirsk and Norilsk was
opened and this provided a valuable feeder line for Norilsk and the
intermediate points of Pod’Tunguska and Turukhansk.
The Western Siberia Directorate operates a fleet of Tupolev Tu-104s which
have been working for this unit since June 1958. The Tu-104s fly mainly

105
 S}OHSIC YSUGISOAON pur ysWQ “SZ
ynsesey
unZnS
aA0ySiaZOUsely ae
aAOY¥SA ojasan ye yay
aAou|OA0g

Onoda
Ve
PME
ourdny
B42} |0g
ourueA|sew
e4Aouqng
wA\nYyd

|ysseqe
IN] 1S]
YSHISISOAON
‘ adoysulqn ysuiqesieg Auey

106
exWO YZIN
ysnoAendAzen

ynseseyoyxn
onoyewnys ma)
onoiabua/,

akyoasays
ysuljexnAL

ee
as
eyuayoysasy

jog
mY
aAoujojog

y
eyuiny
aAO¥SEP|OSOEIS
PABAOZIN

L%
PXAOIYAId
akowanas
OAaS}WOINW
AO eB
YSAy exAOSO|OH

enel3sn
OAOY1U]aPaS IN
alysjog
aAOySUaWweUuz

wiys},1sn
 OAOH1UABYZOYy,

JOINSIG YSWOL “97

py

adoysueAsAZ
ZONA
seyoxeg
de, AAusesy
yap|n6a, onakebaiag
OUIBYSOAHY Biqied
ys ;OWOSWOY ey4AON
ouunjeg
oaoueydjo;W exAOIAL]
adowiobpog
ulyoobow eAeyniy
eyHAOUL|EW ouipnd
de ,-AA\as05)
onaysed|oy
ys1eW

107
exdily OAOHINON
Jej-UINWIS He) je, AAjag
Pee eyAowe|eYs
akouiazO,}sn
AAuyZznig exdeyziyo,1sn oulyzp|AW ueBndseA AAAON
yosebuey
eyA0zZ9190g ueBnAse, 1S Z1Aia| AAAON
wA,,3sn
exj0ban
ahoys|O4!UOAON
euIZeN
akoySAoipuexa|\7
 OAosa|ez

eyy!ysniyueg qO-uo-uawey

InBo,
Aseqeyuy TNVNYVE
a4 BYAOS}
| OAaS}UaWNA
a

eying
posobae|s
eyUuaWeUz

e4uayoysanobe]|g OAojuOWeRW ysAIg SF

ee Sroly. gf eAeysysAsey-3sj
a :
epunjny ue\siig
oOAoueWOY yeyooiny
A 1,9 01S
Isp eyuew/ey yojag YNeyylunyo}a4
WONYOD
: WIV
1yonA}y

108
ey etuieed id mA|le,
a ane
eYyyIYoI|0
ENG ;
eAiny
ey! AlySAO} aAouysauojog
ely OAOHSaYDYSOUs
'
aay ysedyoy
ouljeqays
ySAOS}qny
ahoyxsnoj6p
;
4ss0Bourewz
4Uey.ISN) lepn6u9 INSue6Be
yeAU05

eAu| yseniy

BS}Oy,3SA) yoeBy-ysoy

“LZ IVY uOIsOYy

 Ti%

BSN

itioN ae

Taiga @ Nf AL
Anzhero-
Yashkino Sudzhensk ‘Verkh
Via Chebula

use Tisul
Chumai

KEMEROVO
Tsentralnyy

Krapivinskiy
Promyshlyennaya
Seuema tl
Leninsk-Kuznetsk

Belovo
Chernyy Etap

Gurievsk

Kiselyevsk
.

Prokopyevsk

Novokuznetsk
Mezhdurechensk

Vie
Temirtau

Sie Ust’Ss
Spassk

Bes

28. Kemerovo District

109
 wae

Omsk Airport terminal building in the spring of 1964.

Me i Mesinost : é a

Hunters in Kurgan District, Western Siberia, use a Yak-12, on skis, to track down wolves.

110
between Novosibirsk, Omsk and Moscow, Leningrad, Mineralnyye Vody
and Simferopol, in addition to Irkutsk and Khabarovsk. In 1968, a small
number of Ilyushin Il-18s was added to the fleet. These aircraft were mainly
used to provide new direct services from Tomsk, Kemerovo, Novokuznetsk
and Barnaul to holiday resorts in the Caucasus/Black Sea area and to Alma
Ata and Tashkent in Central Asia.
The addition of a number of An-24s to the fleet of Aeroflot’s Western
Siberia Directorate made it possible to expand medium-haul operations from
the industrial cities Kemerovo, Novokuznetsk, Tomsk and Barnaul. After
1968, direct services were started from these points to the Central Asian
destinations Alma Ata, Frunze and Tashkent. The network has also been
extended with services to Omsk, Tyumen, Sverdlovsk, Chelyabinsk and the
new centres in the oil producing area of Tyumen district, Surgut and
Nizhnevartovskiy. In 1973 Omsk became a base airport for An-24s. The new
aircraft are used to improve communications for this growing industrial
centre and help to solve capacity problems on routes from Omsk to Tobolsk,
Tyumen, Surgut and Semipalatinsk.
The Western Siberia Directorate at present carries over three and a half
million passengers a year over a network of all-Union services which had
reached 41,240 km by 1969.

Krasnoyarsk Region
Central Siberia consists largely of the Krasnoyarsk region which stretches
as far north as the Arctic Ocean. The western part of the region has the river
Yenisei running north through its entire length, and this and the Trans-
Siberian Railway are the main lines of surface communication.
Aviation has acquired great importance in linking up all major towns and
settlements, because of the scarcity of surface transport. Aeroflot’s Krasnoyarsk
Directorate maintains regular services throughout the region, with the
administrative centre of Krasnoyarsk as its focal point. There are a number of

P Toora-Khem
Sevi eae eee Srl

Saryg-Sep
Shagonar
Kara-Khol
Chad ‘
an Khovustkey Bai-Khaak
Kyzyl-Mazhalyk Kyzyl-Aryg

Samagaltai

Erzin

29. Tuva ASSR

Hei)
 PL
Nordvik

Dikson Tareya

Volochanka Khatanga
Karaul
a

Ust’Port
il
Udiake Noe

Igarka

Turukhansk

Tura

C
Nizhneimbatskoye

Pod Tunguska Baikit

Vanavara
Sev Yeniseisk
L SS

Kezhma

Yeniseisk Boguchany

KRASNOYARSK

30. Krasnoyarsk Region — Main Routes

112
 Boguchany
Yeniseisk

Motygino

Strelka

Kazachinskoye
Pirovskoye

Render Taseyevo
Birilyussi

Bol*Murta .
Dzerzhinskoye Aba
Tyukhtet

Achinsk
Nizh Poima
Bogotol
KRASNOYARSK wen Kansk

Nazarovo
Zaozemyy

Pe Uyar

ae

Uehur Balakhta
Pokrovka
Aginskoye
Kopyevo

Novoselovo

pen ira
NG Ss
s
S
;
- Idrinskoye
Tuim Krasnoturansk BrsenoN gt

vs
Sorsk

Kuragino
ABAKAN
,
eae Karatuzskoye

Birikchul Shushenskoye
Askiz

Tashtyp Beya Maina

Abaza
31. Krasnoyarsk Region — Southern Part
industrial towns in the southern part of the region, among which Abakan is
the most important. Up to fifteen flights a day are operated between
Krasnoyarsk and Abakan, and frequent flights are also provided from
Krasnoyarsk to Artemovsk, Shushenskoye, Achinsk, Kansk, Yeniseisk and
Kezhma. Kyzyl, capital of Tuva ASSR, can be reached by air via Abakan.
Within Krasnoyarsk region, two trunk routes link Krasnoyarsk with the major
towns of the north. One route extends to Tura and Yessei, the other to
Norilsk by way of Pod’Tunguska, Turukhansk and Igarka. The service to
Norilsk is a vital link for this growing arctic city of 130,000. It is reported
that Norilsk radio informs intending passengers of the regularity of flights.

13
 WOLSOAIGVIA
YSNIWHNWS-ONHZNA

NVQVOVW

YSAOUVEVHY
SS

YSN3HOHS3AODV18
WSLOUNWA

tee

ae

€L6[ UL SOOIAIOS UOIU/)-[[V — 2} 810}00IIG| YsIeAOUSeIY

AANYIW

Ss
ZZ~~ vsuv SONS
YE
ee
ASHYOSONIWYY
oa
MSISSINGA
vac

O
.
ISN
¥SAOTGNIAS

Sula
IVNVISNY VWIY
Viv

YSHODOLIND
“ZE
Si

INJXHSV1

van
YSNIGNALAY
NVZWy
AN

VW
OVYONINIT

:AINNOD
ne

aveSOD
Lo
eS
aN
YSNIGWATSHO
TOA
ASHSASANY
Bs
10d0434WIS

ADOANIN

Aan
|MODSOW
= IHOOS

YVGONSVYW

114
Using rivers as alighting areas, Aeroflot provides passenger and cargo services to remote
settlements. This seaplane is an Antonov An-2V.

On Taimyr Peninsula, in the northern part of Krasnoyarsk region beyond

the Arctic Circle, Aeroflot’s Polar Aviation Directorate maintains communi-
cation with the main settlements and kolkhozes from the base airports at
Dikson, Norilsk, Khatanga and Nordvik.
Aeroflot’s Krasnoyarsk Directorate has a fleet of An-2s, An-24s, II-14s,
Li-2s and Yak-12s for short- and medium-haul operations. An-24s were first
introduced in September 1964 to operate regular flights over the Krasno-
yarsk—Abakan—Kyzyl route, which was in fact the first regular An-24 service
in Siberia. As the number of An-24s was increased, regional services were

115
 built up to connect Krasnoyarsk with Bratsk, Kemerovo, Novosibirsk, Omsk,
Novokuznetsk and Barnaul.
Long-distance flights are operated with a fleet of Il-18s serving routes from
Krasnoyarsk to Moscow, Leningrad, Kiev, and Black Sea resorts. Because of
its favourable geographical position, halfway between western and eastern
USSR, Krasnoyarsk has achieved importance as a staging point for trans-
continental air services. Aeroflot Krasnoyarsk is responsible for flights
between Moscow and Mirnyy, Yakutsk, Blagoveshchensk, Yuzhno-Sakhalinsk
and Petropavlovsk in Kamchatka, many of which have only the one
intermediate stop at Krasnoyarsk.
Airport development at Yeniseisk made it possible to switch some
transcontinental flights from Krasnoyarsk to Yeniseisk in 1973, thus taking
over some of the traffic using Krasnoyarsk as a staging point.
The Aeroflot Krasnoyarsk Directorate carried 2,480,000 passengers in
1969, plus 86,000 tons of freight. The network of all-Union air services stood
at 50,230 km.

Eastern Siberia
Irkutsk and Chita districts and the Buryat ASSR are part of the Eastern
Siberian economic region. Main centres of population are situated along the
Trans-Siberian Railway which links the three capitals of the administrative
districts — Irkutsk, Ulan-Ude and Chita.
These three cities are the centres of the district systems of communi-
cation, with air services being the most important form of transport for year-
round access to numerous small towns in the area which are not easily reached
by rail or road, or which suffer adverse weather conditions.

Mama
KIRENSK
ee BODAIBO

Ust Kut

pOktyabrskiy BRATSK

j
Taishet Kazachinskoye

Nizhneudinsk
Tulun Zhigalovo

Kachug

Cheremkhovo

IRKUTSK
yy)
33. Irkutsk District — Main Routes

116
 Yedarma

Keul

KIRENSK
Ust'llimsk

Chervyanka

Kondratyevo
Vorobyevo
Nizhneilimsk

Podelanka
rhea Berezovo Garmenka
Ust’Vikhoreva

LEE Zheleznogorsk-|limsk
Shitkino Kazachinskoye
BRATSK ern
Oktyabrskiy Nizhniy

Tarasovo
Taishet Gelot Shumjlove
Baer
Bolsheokinskoye

eelyanaya Kuvatka Chisty

? Tangui Podvolochnaya Karam

NIZHNEUDINSK I,
Atalanka
jutara
Kachen
Tulun Klyuchi

Sheragul Tarasovskiy

rick UST'UDA Chichkova

Novyy Uda
Khadama Fomina
Balagansk oe
Arshan Zima

Alygdzher
=
Khuzhir
Bokhan
Golumet
Cheremkhovo
Novostroika
Yelantsy
Talniki

Khargino

IRKUTSK

34. Irkutsk District — Southern Part

Aeroflot has established the Eastern Siberia Directorate with responsibility
for all regular services in this part of Siberia. In Irkutsk and Chita districts and
in Buryat ASSR there are extensive networks of local services flown with
An-2s, [l-14s, Li-2s, Yak-40s and Yak-12s. An-24s first began regular service
in the Buryat ASSR in October 1967, when they started flying between
Ulan-Ude and Barguzin as well as Bagdarin. They have since then been
introduced on routes from Irkutsk to Bratsk, Kirensk, Bodaibo and
Nizhneudinsk. An-10s used to fly regularly between Irkutsk, Bratsk and
Chita, where heavy passenger traffic calls for larger-capacity aircraft.
Regional services beyond the borders of the East Siberian region mainly
radiate from Irkutsk. There are year-round services to Mirnyy and Yakutsk,
which are vital outlets for these major cities in Yakutia. Daily communication
is also maintained with the Yakut city of Nyurba and the industrial centre of
Krasnoyarsk in Krasnoyarsk region.

Vy
 yAjeuny
KA\1BAS

ZOAGIOd

BY!U0ld
odiay

uly10d01))

AlysAowayy OalVd08

B4AOSUDIO/,

A1S

||
ewe 1NYD-OUI05

eAeysiainy

OAOUOII

|S
e1ayo|
INYISYD UIIY
eg
“SE
YSN
JOMNS
—
PAOLO

edan YISN3YIy
OuIySO

PWAld)
epBiiebul
OuuerxeN

uayoeboqe,

JEW
OAO

e>|

BWHO]

; eyUaYyZe1qgoald
ae =a
va):
 SueBueauyziny

| uerxidis

Unepbeg
Ueywniny

ulznBueg

BAOURWOY

119
sq ulznBieg

N40. sulyoeAsoy

9A0>S.48ZQ-OAOUSOG

ysuloyy

3qn-NVqAN
eBuiyziy

BAO|AedOIaY
ae
loniys
suawerye7 2
Gaties
SS Ss, uowog
aN

-9¢ }eAIngG USSV

 Alupaussejey

eueyd
euereiey
a ytdny

ee}|

sezewy
eyoobow

| uayso0,o6un

PUD
= eyoeyoeyng

ysaaysAusayD
ysueyisp

Avysunseieg-oulyssan, 4SUa}9sS

LEE
ySUIYIAN
7

120
VILIHD
Z
pi

a,
Aiys4

oAeZ

lajeg
Alysunw

Aiysulyduen
ponez

—_
oa

adoysulby

HOY
eByey

eAeuueAAoiQ
eysAg

YS]EHIEGe7-yYSAOI9g
Jy 14149 Myo ysunBiewg
YyZIN fayonses|
eAzi0g

AyssqeAVO

eyusny
14 10304)

ysyjexreqeZ
ynbuew

e.

JAY
ezuay

“LE eHYD pMISIG

 A winter scene at Irkutsk Airport, with a Tupolev Tu-104 being refuelled.

The Eastern Siberia Directorate of Aeroflot operates a fleet of Tupolev

Tu-104Bs and Tu-104Ds. Irkutsk, as the major centre of the region, has direct
communication with western and central Asian parts of the Soviet Union, but
most of the directorate’s work consists of operating trans-Siberian air services
between Leningrad and Moscow and either Bratsk, Irkutsk or Chita. Chita
was brought into the pattern of all-Union services after the airport had been
rebuilt. This brought the first Tu-104 service to Chita on 12 October, 1965,
when a daily flight to Moscow began. After that date, many jet flights were
scheduled to originate from Chita as an extension of Irkutsk operations.
It was announced in early 1970 that plans were under way for the
introduction of Yak-40s on local operations. From the base airport at Bratsk,
services were planned to start to Zheleznogorsk-Ilimsky, Taishet, Ust’Ilimsk,
Ust’Kut and Kirensk.

Far East
The Soviet Far East comprises the administrative areas of Amur,
Khabarovsk, Primorskiy, Sakhalin and Kamchatka, around the Sea of
Okhotsk and the Pacific shore. The area ranks high on the list for economic
development and exploitation of its natural resources. With a considerable
influx of people from the western USSR, a number of major commercial and
industrial centres have come into being, the largest of which are Khabarovsk,
Vladivostok, Komsomolsk, Nikolayevsk, Blagoveshchensk, Yuzhno-
Sakhalinsk on Sakhalin Island and Petropavlovsk in Kamchatka. In the
greater part of the region, climatic conditions are severe, with winters lasting
up to seven months of the year.
During the summer navigation season, inter-regional passenger and goods
traffic relies heavily on shipping on the Sea of Okhotsk. On the mainland,

121
 a is

The terminal and control tower at Yuzhno-Sakhalinsk Airport in the southern part of
Sakhalin Island.
river transport is well established on the Amur, the largest river, and the
Shilka, Zeya and Ussuri tributaries. Railways are of great importance in the
southern part of the region where the Trans-Siberian Railway provides a vital
link with the rest of the country; but apart from a network of railways on
Sakhalin Island, railways are nonexistent in other parts of the Far East.
Air services in the region are maintained by Aeroflot’s Far East Directorate
which has its main base at Khabarovsk Novyy Airport. Favoured by the long
distances between major towns, the absence of suitable means of surface
transport and the paralysing winter conditions, air transport has emerged as
the most important means of year-round communication. For many months,
flying is the only way of reaching such places as Okhotsk, Magadan,
Nikolayevsk, and towns on Sakhalin Island and on the Kurile chain of islands.
On major Far East routes, Il-18s provide daily service between Khabarovsk
and Vladivostok, Yuzhno-Sakhalinsk, Petropavlovsk in Kamchatka, and
Magadan. On most other regional routes, An-24s and Il-14s are used. The
An-24s were added to the fleet of Aeroflot’s Far East Directorate in February
<
hme

Haanunen

A Tupolev Tu-104 at Vladivostok Airport.

122
 ueyow43
YSAOYSNO}e|Z
eyzpobO

eyeUay
aoe
ny
yeyse

Als launqonon
ysuIyiAeZ
BxAL|SOULIAJEx9A

NOS)
i
enoyseAdog
;

ysUTyyIyoIeY
yoqnis ALySIeW,

NOS
BHAAIHOAON,
Auwoy
syoqn
yeuwog

eyAoUI}Ue]SUOY
YSNSHOHSSAOSV
AiysaqeAy4O

ys4106ojag
AAKupogoas,

Akuse,
YSAOURWIYS
ehaz

18
ynqueq

} dystq
Ly } Iq
epBAL
iyoebepbew

Inu
AiysuipuA,

V, SE
&

epBAweqyye
1Yo|!49

eyodo7

ICR
PIITUNARL

123
 Okhotsk

Kurun-Uryakh

Chumikan

Okha
TEES Nikolayevsk

Kherpuchi
Rybnovsk
Im Poliny Osipenko
Bogorodskoye
Amgun
Umalta Nogliki
Mariinskoye
Chegdomyn

Komsomolsk Alexandrovsk

Tyrma

Poronaisk
Kuk Troitskoye
ukan
Shakhtersk
Birobidzhan Sov Gavan
9wo \S
ox? KHABAROVSK

YUZHNO-SAKHALINSK
Bikin

Kurilsk

39. Khabarovsk Region, Sakhalin District pea

1966 when two were delivered. The new aircraft started service on the
1,500 km Khabarovsk—Nikolayevsk—Okhotsk route shortly afterwards and
additional An-24s permitted extended operations from Khabarovsk to
Komsomolsk, Soviet Gavan, Shakhtersk, Alexandrovsk, Okha and
Blagoveschensk. On 1 November, 1968, An-24s replaced Il-14s on the daily
Khabarovsk—Irkutsk service via Blagoveshchensk, Magdagachi and Chita.
Khabarovsk and Vladivostok are the two main airports for services of
all-Union importance. With a fleet of I]-18s and Tu-104s, Aeroflot’s Far East
Directorate flies regularly to Moscow, major cities in Siberia, Central Asia,
and the resorts of the Black Sea and Caucasus region.
Independent networks of local services have been set up in all administra-

124
 Khabarovsk
landing
the
in
helicopter
Mi-4
winter
Mil
of
1963-64
Aarea

125
 PAP
IIAAS
ysuobayo'q

uew|
ySpoAozosaq

2>/A0J}OdOAON
aN
laude]

AAujeq Id UNISB
aynAjoa
AAuyoiuei6od

126
:
AAuyeq-sseds
Pyjuauey

OAOIA|PARY
AaUas1y

ysAunssp

ueyons
uljuaje/A
1A YOLSOAIGV Bpolpjen
n

t
oulysesy
“Op sume uodoy
Aeroflot’s Kamchatka Aviation Group operates a fleet of Lisunov Li-2 aircraft, one of
which is seen here at the airport of Ust’Kamchatsk. Partial replacement of Li-2s started
in early 1970 when Yak-40 trijets took over the operation of some of the more
important routes in Kamchatka.
tive areas of the Soviet Far East:
In Amur district, the main airport is at the district capital of Blagov-
eshchensk and local services radiate from there to the main centres of
Ekimchan, Zeya, Bomnak, Magdagachi and Skovorodino.
Maritime (Primorskiy) region is administered from Vladivostok, the Soviet
Union’s most important seaport on the Pacific, and services reportedly
interconnect all major towns in the area. In addition to An-2s and Li-2s used
for local flights, An-14 feeder aircraft are used on short-haul operations.
Within Khabarovsk region, regular services radiate from the largest town,
Khabarovsk, to Birobidzhan, Bikin, Chegdomyn, Ekimchan, Komsomolsk,
Nikolayevsk and Soviet Gavan. An important route goes beyond Nikolayevsk
to Okhotsk.
On Sakhalin Island, Yuzhno-Sakhalinsk, the largest town, now has one of
the best equipped airports of the Soviet Far East, handling in excess of
400,000 passengers a year. Frequent services by An-24s and [l-14s link
Yuzhno-Sakhalinsk with Shakhtersk, Alexandrovsk and Okha. There are also
daily connections with Kurilsk and Yuzhno-Kurilsk in the Kuriles, with Il-14s
covering the distances in just over two hours. ;
In Kamchatka, Aeroflot has set up the Kamchatka Aviation Group which
is responsible for all services in that area. From the district capital of
Petropavlovsk, a fleet of Li-2s operates regular services to all the main towns
of the area. In early 1970, the new Yakovlev Yak-40s started regular
operations from Petropavlovsk. Jet service has now been extended to
Ust’Kamenogorsk, Tilichiki, Kamenskoye, Sobolevo, Milkovo, Ayanka,
Achaivayam, Klyuchi, and Palana. Flying in the area is often hampered by
fog and sudden heavy snowfalls in winter.
Under the Five-Year Plan 1971-75 it is estimated that Aeroflot’s
Kamchatka traffic will increase to an annual total of 1,240,000 passengers
and 40,000 tons of freight and mail.
127
% as es ee © See .. = aie

A Lisunov Li-2 at Mirnyy Airport, Yakutia ASSR, in 1961. At that time, Li-2s were being
replaced with I]-14s on the domestic trunk routes of Yakutia. The wooden terminal
building (Jeft) has meanwhile been replaced by a modern one.

Yakutia ASSR
With an area of more than three million sq km, Yakutia takes in a large
area of the eastern part of Siberia, stretching as far north as the Arctic Ocean.
It is a mountainous region, except for the river Lena valley, and almost
wholly covered by forests. The population is small and widely scattered.
Climatic conditions for much of the year are severe in the northern and
central parts with permafrost in most areas.
Regional transport has to rely on the great rivers, Lena, Yana and Kolyma
during the short summer season when navigation is possible. As yet there are
no railways in Yakutia, and roads are still rather limited in extent, radiating
only from some of the larger towns such as Yakutsk, Lensk or Aldan. Air
services are operated by Aeroflot’s Yakutia Directorate and are now the most
important means of inter-regional communication. From the administrative
capital Yakutsk, a fleet of An-24s, Il-14s, Li-2s and Yak-40s serves all towns
and major settlements on a regular basis. An-24s were first introduced in
1967 to operate between Yakutsk and Mirnyy, Tiksi, Batagai, Ust’Nera and
Aldan. On short-haul routes, single-engined An-2s and Yak-12s are exten-
sively used, many operations being undertaken on an air-taxi type basis.
Aeroflot operates a considerable number of cargo services in the district. A
fleet of An-12s is at the disposal of Aeroflot Yakutia, and frequent flights are
reportedly made to the growing towns of Mirnyy, Lensk, Ust’Nera, Aikhal,
Deputatskiy, Batagai and the seaport of Tiksi.
Apart from services within Yakutia ASSR, Aeroflot provides regional
services from Yakutsk to Krasnoyarsk, via Olekminsk, and to Khabarovsk.
Nyurba and Mirnyy are now also linked with Krasnoyarsk, and the mining
town of Aldan has daily services to Khabarovsk, Chita and Irkutsk. A new
service between Tiksi and Chita began in May 1971.

128
 ne ates

Ambarchik
\ar4
Saskylakh Taimylyr olyarnyy
Tiksi fPLNIZMnevansk® —Chokurdakh Chereky
Kazachye
Sally Ust’Kuiga
Deputatskiys
Olenek Srednekolymsk
Yanekiy Druzhi
ruzhina
Batagai-Alyta
——
Verkhoyanskf7 EVEL
Udachnaya Khonuu Zyryanka
Aikhal
Sasyr
st’Nera
Eineke
| Artyk

ey Nyurba Vilyuisk Oimyakon

f. a

YAKUTSK
Allakh-Yun
Khamaky
— Isit ‘Amga
Vitim DSSEIMEN Yugarenok
v

Jommot ¢ Ust’Yudoma
Aldan Chagda
Ugun

Gonam
Chulman

41. Yakutia ASSR

In the northern parts of Yakutia within the Arctic Circle, Aeroflot’s Polar
Aviation Directorate operates from the base airports at Tiksi, Chokurdakh
and Chersky to the larger settlements on the mainland and also to offshore
islands.
The volume of traffic carried by Aeroflot Yakutia has shown a remarkable
increase since 1964 and is summarized in the following table:

Development of Air Transport in Yakutia

1964 1965 1966 1967 1968 1969 1972
Passengers 575 666 TS-6 840 955 1,040 1,500
(in thousands)
Cargo 49-3 54-4 5) 70:5 82 90 100
(thousand kg)
Mail 5-6 7 78 8-4 9 9-5 —
(thousand kg)
A busy scene at Chersky Airport in northeastern Yakutia. Lisunov Li-2s based at
Chersky are used for local flights to some of the larger settlements of the region.

Magadan District
Covering an area of well over a million sq km, Magadan district takes in the
entire northeastern part of the Russian Federation. Consisting of two parts,
the Kolyma and Chukotka, the region is barren and sparsely populated.
Living conditions are grim because of the long, severe winter. Over the last
decade the expansion of industry, based on rich mineral deposits, has resulted
in a 250 per cent increase in the population of the Magadan district.
The main centre of the region is Magadan, a fast growing town of 92,000.
Other large settlements are Seimchan, Gizhiga and Anadyr, the last named
being the administrative centre for Chukotka.
The severe winter conditions impose problems for transport in the district.
Roads exist to a very limited extent and link only a few coastal towns with
settlements in the hinterland; coastal shipping and river transport are
important in summer; but there are no railways. Aircraft are the most
important means of transport for year-round inter-regional travel.
Air services within the district are the responsibility of Aeroflot’s Magadan
Directorate. From the base airport at Magadan, the network of regular
services radiates to points in the immediate hinterland, including the larger
towns of Susuman and Seimchan. An important route connects Magadan with
Anadyr, by way of Gizhiga, Kamenskoye and Markovo, and a regular service
is now also operated between Magadan and Bilibino, a new settlement in
Chukotka, where an atomic power station has been built. Bilibino is also
connected by air with Anadyr and ports on the Arctic Sea coast. Anadyr is
the focal point of a network of local services, and a daily flight links Anadyr
with Uelen, the most northeasterly point in the Soviet Union.

130
 UOpo10)}

eAeusazQ,

ueyoABAjeg

|eBApy
ye

uewnsng
uo|owO

ueYyowlas
aAoupobe,

ueyN}O19 ueyoynswo

Real
e61yz19
yeyoug eAueysng

isn Bnyowo,

uo|o]

NVGVOVW swe,
WN
“CH. uepesey JOINSIG
 Zvezdnyy

Uelen

Vankarem
Mys Schmidta Lavrentiya

lultin

Provideniya
Pevek Amguema Y

Egvekinot ¥

Baranikha

Ust’Belaya Tumanskaya
eringovsk
Chikayevo peuioey

Yeropol

Shepetkovo

43. Chukotka National Area

Aeroflot operates An-2s, An-24s, Il-14s, Li-2s and Yak-12s within Magadan
district. Helicopters are used at certain times of the year when larger
fixed-wing aircraft cannot operate from many of the region’s unprepared air
strips, and when weather conditions prohibit the use oflarger aircraft.
Regional services of Aeroflot’s Magadan Directorate radiate from Magadan
and Susuman to Okhotsk, Yakutsk and Zyryanka, and from Magadan to
Nikolayevsk, Khabarovsk and Vladivostok by way of Okhotsk. Before the
introduction of nonstop II-18 flights between Magadan and Khabarovsk, the
route via Okhotsk and Nikolayevsk used to be the most important outlet for
Magadan district in that it connected with trans-Siberian flights at
Khabarovsk and also with flights to Vladivostok. Aeroflot Magadan took
delivery of An-24s in 1968, and they replaced the Il-14s on the Magadan—
Khabarovsk route in the same year. In November 1968, An-24s began
operation on a new route linking Magadan with Petropavlovsk in Kamchatka.
In 1969, Ilyushin Il-18s were added to the fleet of Aeroflot Magadan,
when they were introduced on daily operations over the Khabarovsk—
Magadan—Anadyr route and started a new service connecting Magadan with
Yakutsk, Novosibirsk and Sverdlovsk, and on 20 May, 1973, a service to
Simferopol was inaugurated.
Aeroflot Magadan was set the task of carrying a total of 520,000
passengers, 66,000 tons of cargo and 7,000 tons of mail in 1970.

132
 Sh _
Slautnoye

Achaivayam
Kamenskoye

Khatlino

Tilichiki

Palana

~
Ust’Kamchatsk Nikolskoye
Klyuchi

Khairyusovo Kozyrevsk Yr Preobrazhenskoye

Sobolevo

PETROPAVLOVSK

Bolsheretsk

Ozernovskiy

Severo: Kurilsk

44. Kamchatka District

133
A business man returns home or is it the tax inspector? In either case he is forsaking the
comfort and warmth of a Mil Mi-1 helicopter for a rather less advanced form of
transport.

UNION REPUBLICS

Armenia
The republic of Armenia, having an area of 29,800 sq km and a
population of two and a third million, is situated in Transcaucasia and has
borders with Turkey and Iran. Within Armenia there is the Nakhichevan ASSR
which is administratively, though not physically, linked with Azerbaydzhan.
Yerevan, with a population of 767,000, is the capital of Armenia. It is of
outstanding cultural importance and has developed into an important manu-
facturing centre. Surface transport in Armenia faces problems because of the
mountainous nature of the country and air transport has, therefore, come to
be the outstanding means of inter-regional communication. Aeroflot’s
Armenia Directorate has its main base at Yerevan from where a radial pattern
of services connects a total of fourteen points. All domestic flights are
operated with An-2s, but on some routes Il-14s are used on an ad hoc basis.
Regional operations extend from Yerevan to Tbilisi, Batumi, Akhalkalaki and

An Aeroflot Armenia Directorate Tupolev Tu-134 at Yerevan’s West Airport in 1972.

(Aeroflot)

134
 i Maverdi y Noemberyan
Stepanavan

Idzhevan Berd
Leninakan
Kirovakan

Sevan

Kamo

YEREVAN x) Basargechar
Martuni

™~
Yekhegnadzor SESS SUL Stepanakert
Azizbekov
Sisian Goris

Kafan

45. Armenia
Sukhumi in Georgia and to Stepanakert and Nakhichevan in Azerbaydzhan.
Aeroflot Armenia introduced An-24s on regional services in 1967, replacing
Il-14s on the Yerevan—Krasnodar route, and they have subsequently been
used to inaugurate new services linking Yerevan with Minsk, Anapa, Kislo-
vodsk and Stavropol. The Stavropol service has meanwhile been extended to
Volgograd.
The Armenia Directorate took delivery of Ilyushin il-18s in 1961. They
began flying between Yerevan and Moscow on 1 July, 1961, reducing the
journey time between the two cities to 3 hr 20 min, and they made it possible
for long-haul services from Yerevan to be considerably extended. In 1962,
new operations were started from Yerevan to Mineralnyye Vody, Sochi,
Simferopol, Kiev and Leningrad. The Central Asian cities of Ashkhabad and
Tashkent were added to the network in 1963, and other cities subsequently
served were Sukhumi, Donetsk, Rostov, Volgograd, Lvov, Gorkiy, Kuybyshev,
Sverdlovsk and Novosibirsk.
In 1971, Tu-134s were added to the Armenia Directorate’s fleet, and these
new aircraft began operations on routes from Yerevan to Moscow, Sochi,
Simferopol and Krasnodar during that year.
In 1972, Aeroflot Armenia employed the following fleet: fifteen An-2s,
two Il-14s, eight Il-18s, three Tu-134s and three Yak-40s, making a total of
thirty-one aircraft. Operations extended over a route network of 33,395 km,
of which 1,700 km were within Armenia.

1S)
In 1961 Aeroflot was operating helicopter services between Lenin Square, Baku, and the
Azerbaydzhan capital’s main airport near the industrial centre of Sumgait, over a
distance of 29 km. The helicopters used were Mil Mi-4Ps.

Azerbaydzhan
Azerbaydzhan is one of the three Transcaucasian republics and has a total
area of 86,700 sq km and a population of nearly five million. The republic
borders on the Caspian Sea to the east and the Caucasus mountains form a
natural border to the north. Apart from the Kura river valley which opens out
into a plain in eastern Azerbaydzhan, the country is mountainous. This
hampers inter-regional transport in that roads and railway lines are difficult to
construct in this kind of terrain. Air services in Azerbaydzhan have grown
over the years to take in a total of fifteen regional centres which are served
with daily flights from Baku. Aeroflot’s Azerbaydzhan Directorate operates
mainly An-2s on domestic routes, but I[l-14s and An-24s serve some of the
larger towns. An-24s were first introduced to domestic operations in 1967 to
fly between Baku and Yevlakh, Kirovabad, Nakhichevan, and Sheki. In the
course of building up the network of domestic services, in 1962 Aeroflot
began a cross-country service linking Zakataly with Kirovabad and Stepanakert.
Oil exploration in the Caspian led to the building of numerous oil rigs, some
of which are large enough to have on them small settlements with resident
populations. One of these, Neftyannye Kamni, is situated on the Caspian
150 km from Baku. Aeroflot introduced a helicopter shuttle service between
the two points in June 1960 and it is reported to be one of the busiest
helicopter routes in the USSR, having carried 350,000 passengers up to 1965.
Present operations are largely flown with Mi-8 helicopters.
Aeroflot Azerbaydzhan operates regional services from Baku to Krasno-
vodsk, Shevchenko, Ft. Shevchenko, Tbilisi, Yerevan, Derbent and
Makhachkala. In summer 1968, Kirovabad, the second largest town in the
country, was given direct services to Mineralnyye Vody and Yerevan.

136
 ueyzpAeqiszy “Op
ue1oxuay
UeASYDIYAEN
oulyysnd
VNZl4
eyeuedals

137
juwey aAuueAyon Ipeqeyzpbhy
uejeleN
|ASX
YB
GvavAou)|
ueyseye/
eyeIsyy
I4eUS

Ajeqee7
sewyoeuy
Ne Aue>|0|9g
w
1 38
sIy], yderSoj0yd
UDdye}
je nyeg
Ul YOIeW POST SMOYS UlYsNAT]
I-]]Sg JO SJOLOIOY ULYZpPALQIaZy
ojeIOJOIIG
‘pure
Ul oY} “punossa1Oj
suUIS YIIM dy} soureU
JO 9soy} Sot} ATJIOIIP Pads
AQ SITY] 9}e10}JOIIP
WIZ NYAe_ oY], susIS Ieaq oY} jYSITJ SIaquINU
JO UOIU-[]e
sSadrAroS
pUe MOYS oY} BUIMOT[OJ :suUOTeUT}SAap
“UeAsIaA ‘peqeyyysy “jusyyseL ‘aoysAqAny
‘sory ‘Jodorojwig“AOYILYY “MOISOW
‘peisutusT
A ‘peisosjo yspoaousery
puke Jo[py ‘(IY90S)
Helicopters fly frequent supply missions from major centres to outlying settlements in
the mountainous republic of Daghestan. This Mil Mi-4 is on a special flight to a sheep
station.

Long-distance services of Aeroflot’s Azerbaydzhan Directorate are centred

on Baku, the republic’s capital. It was one of the first directorates to take
delivery of the I]-18 which went into regular service on the Baku—Moscow
route on 20 June, 1959. By 1968, Aeroflot Azerbaydzhan had established a
network centred on Baku, linking such distant points as Lvov, Leningrad,
Kazan, Novosibirsk and Tashkent. Kirovabad was given an An-24 service to
Moscow in May 1970 but in May 1971, Il-18s took over and flew nonstop.
In the course of the summer of 1971, Tu-134s were phased into operation,
and Aeroflot Azerbaydzhan first introduced the new aircraft between
Baku, Moscow, Simferopol and Sochi.
The Aeroflot Azerbaydzhan Directorate is also responsible for services in
Daghestan ASSR and, until November 1968, was responsible for all opera-
tions based on Astrakhan, which were then taken over by the North-Caucasia
Directorate.

139
 Byelorussia
Byelorussia is one of the western states of the Soviet Union, with an area
of 207,600 sq km and a population of nearly nine million. Minsk is the
capital and a major industrial centre. Byelorussia is a crossroads for communi-
cations, because of its favourable geographical position. Within the republic,
railways, waterways and inter-urban highways are well developed, but the
pattern of domestic air services is claimed to surpass in extent all other means
of transport.
Air services are maintained by Aeroflot’s Byelorussia Directorate with a
fleet of An-2s, An-24s, Il-14s and Yak-12s. Minsk is connected by daily flights
with all regional centres. In 1965 it was reported that a total of forty-five
centres in Byelorussia was receiving regular air services, and this number had
actually increased to seventy-two by 1969. Air travel in southern Byelorussia
is particularly attractive because the swampy nature of this part of the
country imposes problems in the building of railways and roads.
Aeroflot’s Byelorussia Directorate is also responsible for services in
Kaliningrad district.
Regional air services link Minsk with the capitals of neighbouring
republics, namely Riga, Vilnius and Kiev where An-24s fly on a year-round
basis. Further afield, Leningrad and Moscow are linked with Minsk several
times a day by An-24s or Tu-124s. In the summer of 1968, direct air services
between Moscow and the Byelorussian towns of Bobruisk and Polotsk were
inaugurated and by 1969, the regional centres of Mogilev, Vitebsk, Gomel,
Brest and Grodno all had direct air links with Moscow.
All-Union services are operated with a fleet of An-24s, Tu-124s and
Tu-134s. An-10s began operations for the directorate in 1961 and Tu-124s in
1964. These aircraft were mostly used for services from Minsk, although some
operations originated in Kaliningrad. The pattern of services has been greatly
expanded due to largescale use of the An-10s and Tu-124s which in 1972
linked Minsk with twenty-four cities as far apart as Murmansk and Tbilisi,
Odessa and Novosibirsk, Leningrad and Karaganda.
In addition to Minsk, Brest was added to the pattern of Aeroflot’s
all-Union air services in 1965 with the inauguration of a service to Kiev. Brest
has also been given direct connections with Vilnius, Riga and Leningrad.
Gomel, a regional centre in southeastern Byelorussia, is now firmly
established on the route map of all-Union services. Since June 1968, services
have been introduced to connect Gomel with more than a dozen cities in the
European USSR. Other Byelorussian towns connected by all-Union air
services are Mogilev, Vitebsk, Grodno and Mozyr.
Aeroflot’s Byelorussia Directorate is reported to have carried 95,000
passengers in 1958, when all its operations were undertaken by piston-
engined aircraft. As a result of the introduction of the An-10s, An-24s and
Tu-124s, passenger traffic reached nearly a million in 1967 and is now
believed to be over two and a half million per annum.
In order to fill the gap left by the withdrawal of the An-10s, Aeroflot’s
Byelorussia Directorate took delivery of Tu-134s, which started operations in
April 1973 over the Minsk—Gorkiy—Kuybyshev route. It has also been
reported that this directorate acquired the Tu-124s which CSA Czechoslovak
Airlines phased out of regular service in October 1972.

140
 w
ehanso
Ae|\seig M101

¢
AZpI/A BUIYOYSAOIEYS

S1O|Og
- SESLIA

ree
onadedoio/\ 19

AueAzoy
YOoieN
og AS\IYs PEAS)
S$]8A011SO ouuasg

C
ePYSIO
AueAwyso he Pon oho

[Ae|siisw

AANSOW

ONGOYD

s]auan|

141
yopnsBonoy
Soy)
aAjodousesy
Metnorn
eWIOY
Iyd!AoueIeg
sles ¥SIN|S ys
1Inuqog »
WAUO|S hee Ct) AayoeBoy
yssayoayg
1yoied Qe
ae 1YDIAO]II9Ag
ysu061jog ueqnA] \
ADISIGEADIO 6 }S4060)1aNg é
1aWOD

sjaujunq
eee
1s3ud a| Aoun

4AZOW

SUld
si Asyiyojaq ulBeag
Sear
IIULO4y

“Ly vissniojoAg
ON
ulewoy
ys
 NITVIWL
IAYHA] eAIeN

a
as
njesdeeyy

e|piedAy
a

142
aw
Gaga
ddosi6urysBFF
wa areurey ipueAyiA

S|
+!
NuYy
Auyyny
s}

“Sp
BIUOISY
 Estonia
The republic of Estonia is the northernmost of the three Baltic states. It is
one of the smallest republics in the Soviet Union, occupying an area of
45,100 sq km with a population of one and a third million. Tallin is the
capital, an important seaport and Estonia’s focal point of internal communi-
cations.
Aeroflot’s Estonia Directorate maintains regular services within the
republic from Tallin, the principal airport. Services radiate to the regional
centres of Kohtla-Yarve, Narva, Vilyandi, Tartu and Pyarnu, regular flights
link Tallin with offshore islands, and there are several daily flights to Kingisepp
on Sarema Island in the Baltic. Il-14s are used on domestic routes between
the larger towns, and An-2s link the mainland with the islands in the Baltic.
Peak traffic months are July and August when operations to the Baltic islands
are at their most intensive.
With a fleet of Tu-124s, all-Union air services are operated by Aeroflot’s
Estonia Directorate from Tallin to Leningrad, Moscow, Sverdlovsk, Kiev,
Tbilisi and the resort towns of the Black Sea/Caucasus region. Regional
services radiate from Tallin to Riga, Vilnius, Minsk, Pskov, Novgorod, and to
Leningrad via Kohtla-Yarve or Narva. Yak-40s were introduced on regional
operations on 2 January, 1971, with the first service linking Tallin with
Leningrad. In May 1969, Pyarnu was added to the network of all-Union
services, with a direct [l-14 service to Leningrad, and a service to Riga was
opened in the summer of 1971.
The introduction of Tu-124s by Aeroflot Estonia in July 1963 led to a
remarkable upsurge in passenger traffic. Furthermore, they were responsible
for expanding all-Union routes to a total of 19,965 km by the summer
of 1971.

Georgia
Georgia SSR is situated in the southern part of the European USSR,
bordering on the Russian Federation, Armenia, Azerbaydzhan and Turkey.
The Abkhaz and Adzhar ASSRs form part of Georgia which has an area of
69,700 sq km. Only a small part of Georgia is low lying, the remainder of the
country being mountainous with ranges of the Caucasus mountains reaching
deep into the republic. Favourable climatic conditions make Georgia a pop-
ular country for holidays, which accounts for a year-round influx of tourists.
Tbilisi is the capital and an important scientific and industrial centre.
Georgia relies mainly on road transport since the mountainous terrain has
hindered expansion of railways, although there is one main line extending
across the country from the Black Sea coast via Tbilisi to Armenia and
Azerbaydzhan.
Air services in Georgia are centred on Tbilisi, and Aeroflot’s Georgia
Directorate operates An-2s, An-24s, Il-14s and, since 1970, Yak-40s on
domestic routes. The mountainous nature of Georgia makes flying the most
practical form of transport, and in recent years regular services have been
extended to points in the wider valleys of the Caucasus mountains. The
highest frequency of flights is offered between Tbilisi and both Sukhumi and
Batumi, with up to eight daily services in each direction.

143
 eiBes

einepn
Sy es
INNHYNS “Bise
| 1YSaseyyis

aae )
oS ah luabesy iGbaqzey
|Ouquiyy
lnk
ISIVLIN
cs

144
INE]
yee \wxap
SS
1JaeAy

llunjeg] BYyyIs}euyxVy EMS

| 4OUS
PS

ays] OJeAS{-!
IHejex/eyy

“6p RISIOI)
 Aeroflot Georgia serves a regional network of routes from Tbilisi, Kutaisi,
Batumi and Sukhumi. Tbilisi is linked by daily jet services with Sochi and
Mineralnyye Vody, the latter being reached in 35 min flying time; this
compares with a full day’s train journey along the Black Sea coast. For the
first time in the summer of 1969, the frequency of the Tbilisi-Mineralnyye
Vody service was stepped up to six daily Tu-104B flights.
In summer 1967, notable expansion of regional services from Sukhumi
began when An-24s started regular operations to Baku, Krasnodar and
Mineralnyye Vody. An-24s were based at Batumi in 1966 and went into
service on routes to Odessa, Kharkov, Krasnodar and Mineralnyye Vody.
Aeroflot Georgia is one of the large sub-divisions of the Soviet airline
system. It has a fleet of Tu-104s, Tu-124s and Tu-134s to serve a network of
all-Union services reaching to Leningrad, Sverdlovsk, Novosibirsk, Tashkent
and Lvov, and it is responsible for carrying the bulk of the traffic over the
Moscow—Tbilisi route as well as between Moscow and Kutaisi (Tskhaltubo
Airport).
When Tu-124s were added to the Aeroflot Georgia fleet in 1966, the new
jets were introduced on medium-haul operations from Tbilisi to Sochi,
Rostov, Volgograd and major cities in the Ukraine.
Tu-104s have been in service with Aeroflot Georgia since 11 April, 1958,
when this directorate started regular jet operations between Moscow and
Tbilisi. In 1958 the Tu-104s carried 34,300 passengers and this figure had
increased to 540,000 per annum in 1965. Over the period 1958-66, the
Tu-104s carried 2,178,500 passengers on flights from and to Georgia.
Kazakhstan
Kazakhstan is the second largest of the Soviet republics and, covering an
area of 2,715,100 sq km, is five times the size of France. There are vast areas
of desert or steppe wasteland, and the southern part of the republic reaches
the Tien Shan mountains. Climatic conditions are extremely varied, the
northern regions having continental climate with severe winters, whereas the
south is dry and enjoys hot summers and short winters. Administratively,
Kazakhstan is subdivided into seventeen districts, with its capital Alma Ata
situated in the southeast of the country, and it is very much a ‘new land’,
with a growing industry and agriculture continuously attracting people from
western parts of the USSR.
Kazakhstan’s vastness causes communication problems. A network of
more than 12,000 km (in 1971) of railways connects most major towns, but
because of the long surface journey times, and for sheer convenience, the
bulk of inter-regional traffic has shifted to air transport. Aeroflot’s
Kazakhstan Directorate operates an extensive network of trunk routes within
the republic, connecting the capital Alma Ata with all regional administrative
centres. An-24s, Il-14s and II-18s operate on the trunk routes and many of
the major towns are interconnected by daily services most of which are now
flown with An-24s.
The Kazakh regional administrative centres are also hubs of independent
networks of local (MVL) services. Most local flights are still operated with
An-2s and Yak-12s, although An-24s and II-14s increasingly serve the longer
routes. Yak-40s were introduced in 1970 to operate in eastern Kazakhstan
from the base airport at Ust’Kamenogorsk.

145
 soynoy — ule,
uRIsyyezey “CS
ANJYWIHD
TNEWYHZG
SAIN
viv vwny (>) Oe nviNay

OWNSHOASHS
AGIVI
NVOYUNW
/ \ ONNSHOASHS 14
:

146
T3HO
ZNOWAY
uv

SNISNALNY
rao
YSHODONAWYN .1S/N
ee ay,
as
|e ee —~
Ze
75

yvdO1AVd
\ ystwun
72a
IwNvisn
WSAOTAWdOULAd
 2
ASIEN
IES Ayseyiy

Audi
new
Sent
|-Soy)421s \
akoys owoswoy
Aijsuiyswejyeg
eyjuagny YSNIGNALIV

onakedeyd, Aylaqueyzq yeinqesey

neyWOIYy
eAahaxa|POAoN
eyxAo|eIzZey

onouewin4 oqoyesey

yaqhueyzq

a
e ePAPAON
2 eyuezey onoyAujey, z164)

Atyssoquepu
sAweyJeyZ
4ey|a4D
jaqueyyey
Jossoq

147
ASISND
Asesiny

uo}esey

ourmysnAued
Joyueing

BAIOIg
nauiag

14 oxUaYysAays
| yiuone

oyUaYyoAaYS reqhjayz
uazf)

“[S UIa}sSoMYeZeyY ULISY

Aal|e4a)
%
1184
OAOS
 eB
xYADIEYLSO,
ABnqz was

eyAaly
——
VGONVOVeV
ySuljeseyxiey

AjnAy-nsay

Apzayzq
boyy
ie
es
ueBzexzayzq
leuzy4y

jeyzeiey
|esy4S eAes\;

ledyesiey
aw
JoxysAwoys inqueyzq A\uiow yseyyjeg

ySUI|PZPYOAON,

148
PUSAUeS

Ajesnyzq

yeuebiyg

VOHO-1AZ aqojuenyZ

yuyg eyAouewiny
yezng'

ueBinyAue, ueBinyye;NYD
4nAN

nejuay ‘ |
wepeyieg

lOmny
ue\sa
eq

N\Sitsuew!
nejeiey
Tesiyoy
~ seyeueyz

ueAeyd

Japyneys
A
eynadibi0a5,

INSWVHZ0

LNIXWIHD.
akoyosh,,

wnysieg

“7S UloyyNoS UP\SYYeZeY

ae ee
 a Mion
Shemonaikha

SEMIPALATINSK Leninogorsk

Tavricheskoye
Uryl
UST KAMENOGORSK Zyryanovka pS
Katon:Karagai
Charsk Bolshenarymskoye
Nikitinka =
x Svinchatka Sv
Zhangistobe Samarskoye

Kalba Karaul Kokpekty Gornoye ,Alexeyevka

eX Buran

Priozernyy Karatal
Barshatas Ayaguz Akeuat
Akzhar Zaisan

Urdzhar

Aktogai
Makanchi Bakhty

Ucharal

Andreea Dzerzhinskoye

n Dzhambula
Dzhansugurov
Ushtobe

i TALDY-KURGAN
30godukhovka as

Panfilov

Wi
Charyn
Chundzha
A
ZX
ALMA ATA Kegen
Zhalanash
Narynkol

53. Eastern Kazakhstan

Mangyshlak region in western Kazakhstan relies heavily on air transport. A

systematic development of air services started in 1961 when oil exploration in
that desert area began. From the two major towns of Ft. Shevchenko and
Shevchenko, services radiate to the main settlements of the area and in
addition, a pattern of routes extends across the Caspian Sea to Guriev,
Astrakhan, Groznyy, Makhachkala, Baku and Krasnovodsk.
Aeroflot Kazakhstan operates a considerable number of regional services
to major towns in neighbouring republics. On all-Union air services, Aeroflot
operates II-18s to Moscow from the Kazakh cities of Alma Ata, Balkhash,
Karaganda, Semipalatinsk, Tselinograd, Ust’Kamenogorsk, Pavlodar,
Chimkent, Dzhambul, Arkalyk, Petropavlovsk, Kustanai and Aktyubinsk.

149
 dOulad
WAV ISAO

y10H0usaig
BAO onake|ng

inyeng S}a|Owoswoyahoysuluay eHUd|ACA eyuaysAnzo/

PYAOUSAIg
EXAO|IEUHIN

LOAN
SlauueOUSe1y
IWNVLSN pynakablag L TE MS uA qnAqnA
nyyjAzy
AW
LAHONOm ae eeUN exUIZ9|aYZ
Ajeieg Aiysyun ahoyspes6uiuay ? eAeA0z07
eyuezey ysysAu
@ZPiIy4!UOYUZPIC, od eynahezny Auyoey sn 1 eyuad
BAO|ACY
‘ SEA, =)
EOE
5 ey ySynyous

erebAayzq
get umunwysny
tebeiexuewy I~ ySULyeW
fapjodoisiy5oulyseyjegs a) S Ayyequayoys
Siru'e e6n
aAouysAwey yssqgeAlyO
ado AiysioBousesy eyuawe> & aqoiseg

150
Aiyspesbobjo, ) st ~
iequabog
i. As4euz AEADGZBANS Reise Wd uvao
exAaAeyonyo
Jeseqy JaquiA|ouz 1eBuny znyseqiyy
yseuejeyz ‘
exWIYS| jessy eyuey NeUaWa, aAsiobojag 2AuzeA
f
BHIRWONIAd uleyxley : .
Ajevieg
ysulAeyziag
BUI|OPOAON)
aA0y4Suaweuzousely oh a Bl tak

eyAauYsI/A
Apjabuewy Aiysuiyzpjebuny |neueAeg

WATE

teBuny
Jaquays
seyieg
urysueg

“pS UIOYWON Ue}SYALZEY

An-24s fly regularly between Kokchetav, Petropavlovsk and Moscow and in
November 1971, a new daily An-24 service was inaugurated between Moscow
and Kzyl-Orda.
Long-distance operations of Aeroflot’s Kazakhstan Directorate radiate
from Alma Ata to Novosibirsk, Omsk, Sverdlovsk, Kiev and to points in the
Black Sea/Caucasus holiday area. In many instances, these operations include
Karaganda, the second largest town in Kazakhstan. Most major towns in the
republic now have direct links with either Mineralnyye Vody, Sochi or
Simferopol and the flow of holiday traffic continues throughout the year.
According to plans for the development of civil air transport in
Kazakhstan, six airports of all-Union importance and twenty-five airports for
local (MVL) operations were due to be reconstructed and modernized by
1970. The total volume of passenger traffic was budgetted to increase to five
and a half million a year by 1970, compared with the 850,000 passengers
handled in 1958.

Kirghizia
Kirghizia is one of the Central Asian Soviet republics, bordered by China
and by the Soviet republics of Tadzhikistan, Uzbekistan and Kazakhstan. The
republic is mountainous, with the Tien Shan range dividing it roughly into
two parts. Population and commercial activities are restricted to a few valleys
which have natural outlets into neighbouring republics. Railways are practic-
ally non-existent in so far as their use for travel within Kirghizia is concerned;
they only provide a link with the Fergana Basin of eastern Uzbekistan. Roads
are being built to connect the main towns, but building and maintaining them
is a very costly undertaking, and inter-regional travel in Kirghizia relies on air
transport which is often the only means of reaching the republic’s major
towns.

7 ‘ = ers
“ ee oe
a me eee &
nf
a local
A Mil Mi-4Helicopter of Aeroflot’s Kirghizia Directorate being met on arrival by
herdsman.

151
 a, S|PABYZIg
ee
onsAueuy
ee

e}\y-uodjoy9

ysepAjeys
p
uAJeN

YSN)-UI|

PIZIYSIT “SS
AZNNuS

4eyzq-|AzAy
yeinqAses
uewsezey
QV8V-1V1VHZG
{no} 40]

|Ny-euey
ysejAses
BAI
4sAwny-yse]

-|AzAy
1eg-Apjeweys

uaxsepreyy

ueBunyjneweg
A1}4SJB1AOS
exynge|y
jeyyeys

euess|

By:
 ..
seeereeseermeeseR

CS eg ae

This Mil Mi-4 helicopter has brought in supplies for a group of geologists in the Alai
Mountains of Kirghizia.
Air services within Kirghizia are maintained by Aeroflot’s Kirghizia
Directorate. From Frunze, the capital, air routes radiate to the regional
administrative centres of Przhevalsk, Naryn, Dzhalal-Abad, Osh and Talas. On
the trunk routes, An-24s, Il-14s and Yak-40s are much used. Il-18s operate
between Frunze and Osh, the second largest town, covering the distance of
320 km in 45 minutes. Since 1966, when the []-18 was first introduced to this
route, there has been a remarkable development of passenger traffic between
Frunze and Osh so that now 90 per cent of all traffic is carried by air.
On short routes in Kirghizia, Aeroflot also uses An-2s and both Mi-4 and
Mi-8 helicopters. Late in 1969, technical preparations started for the
introduction of Yak-40s on domestic routes. These now serve many routes in
Kirghizia, and they have been used to establish new links between Osh and
major towns in the east of the republic.
Aeroflot Kirghizia operates regional services from Frunze to Alma Ata in
Kazakhstan, and both Frunze and Osh have daily connections with Tashkent.
In November 1971, a new daily service was inaugurated over the Frunze—
Osh—Samarkand route. Yak-40s have also been used to improve communi-
cation with Alma Ata from Przhevalsk, Cholpon Ata and Tamga.
Before the addition of I]-18s to the Kirghiz civil air fleet in 1959, Aeroflot
Kirghizia contributed to the operation of all-Union services on a limited scale.
The introduction of Il-18s inaugurated a programme of expansion which
helped to extend the network of Kirghiz all-Union services to 32,520 km by
1969. Frunze is the hub for all-Union services, but Osh was included in these
operations on 1 June, 1966, when a nonstop service was inaugurated between
Moscow and Osh.

153
 Aeroflot Kirghizia took delivery of An-24s in 1968, and the new aircraft
started daily service between Frunze and Tashkent. In May 1971 An-24s
started a new service between Frunze and Kazan, by way of Dzhezkazgan,
Kustanai and Ufa.
During the economic Five-Year Plan period 1966-70, Aeroflot Kirghizia
was set the task of increasing its passenger traffic from 610,000 in 1966 to
over one million by 1970.

Latvia
The republic of Latvia is situated on the Baltic Sea and also shares her
borders with Estonia, the Russian Federation and Lithuania. Riga is the
capital of Latvia, housing nearly one third of the country’s population. It is a
prominent industrial and cultural centre and is one of the great Baltic sea-
ports open for navigation nearly all the year round. In Latvia, railways and
inter-urban buses carry the bulk of the passenger traffic over a closely knit
network of routes.
Air services within the republic are operated by Aeroflot’s Latvia Direc-
torate with a fleet of An-2s, An-24s, Il-14s and Yak-40s and Riga is the focal
point for domestic services. During the summer months, there is a considerable
increase in the frequency of flights to Ventspils and Liepaya on the Baltic sea
coast, to handle the volume of holiday traffic.
Across the borders of Latvia, Aeroflot provides daily service from Riga to
Tallin, Leningrad, Vilnius, Minsk and Kaliningrad. An-24s have been used to
extend medium-haul operations considerably since 1966. These aircraft now
connect Riga with Murmansk, Arkhangelsk, Kiev, Zaporozhye, Chernovtsy,
Dnepropetrovsk and Berdyansk. In 1967, An-24s replaced I]-18s on the
Riga—Leningrad route and introduced ‘air bus’ operations at the same time.
One of the busiest routes of Aeroflot Latvia is that linking Riga with
Moscow. In the summer of 1971, 110-seat Il-18s were used exclusively to
operate seven round trips per day. In November of that year, Tu-134s began
regular operations between the two points.
Aeroflot’s Latvia Directorate first introduced the II-18 in 1960 between
Riga, Leningrad and Moscow. These aircraft now fly over a network of routes
extending from Riga to Novosibirsk, Krasnoyarsk, Alma Ata, Tashkent, Baku,
Yerevan, Tbilisi and points in the Black Sea/Caucasus holiday area.
In July 1971, Tu-134s were introduced by Aeroflot Latvia to operate from
Riga to Odessa and Simferopol, in October of that year, jet operations were
extended to Lvov, and in November to Moscow.
Aeroflot Latvia’s passenger traffic is reported to have increased con-
siderably over the last decade, due to the introduction of Il-18s and An-24s.
In 1966, 517,000 passengers were handled, and this figure grew to over
800,000 in 1970. Aeroflot Latvia reported an average load factor of 93 per
cent on its Il-18 services and these aircraft now provide a standard seating
capacity of 110 throughout the year.
It is planned to increase the volume of passenger traffic to an annual total
of 1,150,000 and the freight traffic to 23,500 tons by 1975.

154
 s|idaebneq
ereAlIA
auyazey

eBIWIE/
euainy

BIAJeT
“9¢
VOld
eAedaly

S|ids]ua/

135
 Passengers boarding an II-12B at Vilnius.

Lithuania
With an area of 63,500 sq km, Lithuania is the largest of the three Baltic
republics. The capital Vilnius is a commercial, industrial and cultural centre.
Lithuania has one of the best developed networks of domestic air services
in the Soviet Union, which totalled 2,020 km in extent in 1964 and included
eight major towns served at least once a day. Aeroflot’s Lithuania Directorate
operates a fleet of An-2s, An-24s and Il-14s on internal routes which are
reportedly carrying over 250,000 passengers a year. On the main route linking
Vilnius with Klaipeda/Palanga, frequency of service may be increased to
thirteen round trips per day in summer, when there is a considerable amount
of holiday traffic to the Baltic sea coast.
Aeroflot Lithuania provides regional services from Vilnius to Riga, Lenin-
grad, Kiev and Kaliningrad. Kaunas, Druskininkai, Shaulyai and Klaipeda/
Palanga are connected by air with Leningrad and Moscow.
Until mid-1963, Aeroflot Lithuania operated only [l-14 piston-engined
aircraft on routes connecting Vilnius with destinations outside the republic,
but the airline took delivery of Tu-124s in early 1963 and began regular

An Aeroflot Lisunov Li-2 (SSSR-16186) and Tupolev Tu-124 (SSSR-45006) of the

Lithuania Directorate at Vilnius Airport in 1963.

156
 ila
Birzhat
Palanga i ——
Shaulyai Kupishkis Rokishkis
Klaipeda \QY

Panevezhis
Shilute

WA
| VILNIUS
Birshtonas

Alitus

Druskininkal
$7. Lithuania

Kaunas Airport, Lithuania.

Loe
operations from Vilnius to Moscow, Leningrad, Kiev and Simferopol with the
new equipment on 1 July, 1963. Tu-124 services have meanwhile been
extended to sixteen destinations (in 1972) in the European part of the USSR.
On 1 July, 1969, an important new route came into operation between
Vilnius, Gorkiy and Sverdlovsk, by-passing Moscow as the traditional
transfer point.
The network of all-Union services of Aeroflot Lithuania increased from
1,570 km in 1949 to 15,005 km in 1969.

Moldavia
Moldavia is situated in the southwestern part of the USSR and, with an
area of 33,700 sq km, is one of the smallest Soviet republics. From north to
south, the country extends for some 350 km, from west to east only 150 km
at the widest point. :
Moldavia borders on Rumania and the Ukraine and had a population of
less than three and a half million at the beginning of 1968. The warm climate
of the republic allows agriculture on a large scale and the production of wine
is outstanding. Kishinev is the capital of Moldavia, and as such is the centre of
the republic’s pattern of communications. Railways are limited in extent and
consist only of a main line traversing the length of the country, as part of the
Odessa—Lvov railway line, with a branch line to Ungheni.
Internal air services in Moldavia are the responsibility of Aeroflot’s
Moldavia Directorate. From the capital Kishinev, Aeroflot operates regular
services to a total of twenty-seven points in Moldavia, which means that
almost every major town in Moldavia has its own local aerodrome. In 1965,
the internal network had a total length of 2,040 km with an average sector
distance of only 60km. An-2s fly scheduled service to most places in
Moldavia, but Li-2s are also reported to be used to some destinations
including Beltsy, Kamenka, Rybnitsa and Kagul. Some of the local airports
are very busy, with Beltsy topping the list with more than sixty movements a
day, followed by Kamenka with about forty.
Regional air services are operated from Kishinev to a number of cities in
the Ukraine, with the highest frequency of service between Kishinev and
Odessa, there being four flights a day in each direction. There has been
marked expansion of short-haul routes from Moldavia since the arrival of
Antonov An-24s in 1968. First introduced on the Kishinev—Kiev route,
An-24s have since then been used to fly regular services to Simferopol,
Zaporozhye, Dnepropetrovsk, Kharkov, Voroshilovgrad and Voronezh. During
the summer of 1969, daily An-24 services were also flown from Kishinev to
Sukhumi, by way of Simferopol, and from Kishinev to Kaliningrad, via Kiev
and Vilnius. Aeroflot Moldavia uses the fifty-seat version of the An-24.
Until 1961, Aeroflot Moldavia operated Li-2s and Il-14s on routes of all-
Union importance from Kishinev to a small number of cities in the western
USSR. The delivery of Antonov An-10s in that year made possible a
programme of route expansion and these aircraft had a standard seating
layout for 118 passengers; in 1972 the An-10s were scheduled to fly between
Kishinev and destinations as far apart as Novosibirsk and Gorkiy, Leningrad
and Karaganda, Sverdlovsk and Tashkent. In 1971, new Tu-134A jet aircraft
were phased into the fleet of Aeroflot Moldavia and by mid-1972 their

158
 r_ j
Dipteny pees Atak

Yedintsy \Tirnovo an
orok!
OSS anienics
Bratushani
a
Ryshkany
\
Glodyany Rybnitsa

Faleshty

Ungheny

Nisporeny () KI
SHINEV

Tiraspol

Leovo
\b

(Nias

Kagul Tarakliya

Vulkaneshty
58. Moldavia
pattern of operations had been extended to include eleven cities in the
European USSR.
According to plans for the development of civil aviation, Aeroflot
Moldavia was given the target of carrying 650,000 passengers a year by 1970.
The network of all-Union services grew from 1,140 km in 1949 to 27,885 km
in 1971.

1S)
 Tadzhikistan
Tadzhikistan has an area of 143,000 sq km, a population of about two and
three-quarter million, and is situated in Central Asia. The country is very
mountainous, with the Tien Shan and Pamir ranges being the highest in the
Soviet Union. Population centres are sited in the valleys of southern
Tadzhikistan and, beyond the Tien Shan range, in the Fergana Basin.
Dushanbe is the capital of Tadzhikistan. With a population of 345,000, it
is the largest city and serves as administrative, commercial and cultural centre.
Dushanbe is also the key point for the country’s system of communications.
Railways are rather limited in extent, and there is only one main outlet from
Dushanbe to Samarkand in Uzbekistan, over a circuitous routing. Although
there has been considerable road development over the last decade, the
network can only be extended on a limited scale because of the mountains.
Inter-regional travel in Tadzhikistan relies heavily on air services provided
by Aeroflot’s Tadzhik Directorate. With a fleet of An-2s, An-24s, Il-14s,
Yak-12s and Yak-40s, a total of forty places is served regularly within the
country. Dushanbe is naturally the principal traffic-generating centre, and the
highest frequency of service is that to Leninabad, the second largest city of
the republic. The importance of this route also lies in the fact that it cuts
across the Tien Shan mountains which form a major obstacle to surface
transport. On trunk routes in Tadzhikistan, An-24s and Yak-40s have
replaced the older piston-engined I]-14s.
Aeroflot Tadzhikistan’s regional services connect Dushanbe and Leninabad
with Tashkent, Namangan, Fergana, Osh, Frunze and Alma Ata. Dushanbe
also has a daily connection with Samarkand. Most regional services are now
flown with An-24s which were added to the Tadzhik civil air fleet in 1969.

A passenger on the Dushanbe-Khorog route, wearing an oxygen mask. Thi

was taken as late as 1962. : * pi euatee oe

160
16 1
Oy uo oy} uoide
jo peqeutusy‘j1oduy ‘uLystyyzpeL
JoYyjsOL
YUM UlYysnAT]
“TI OM}JO YOIYMURD 9q U9seSUl 24}
G

SPT
SOP-AVA
AT Ie[NBOI SOOTAIOS Ud9MJOq
OY} UTEUT SOl}IO
JO V7) 10jfo1a
UPISTYLYZPe],
(

ASAOYCA
VWYEApunoisyorq
 eas
Buston
ine Shaidan
LENINABAD <<
Kanibadam
Zafarobod —S
La \i—

Pendzhikent
Aini
Lyakhsh
ST
Tadzhikabad 4
Dzhirgatal

Komsomolabad

DUSHANBE Tavildars Kalai-Khumb

Nurek
h
Khovaling Nog
Sovietskiy Muminabad

Dangara ¢ Dashtidzhum

Murgab

Pyandzh
Shaartuz ‘ees

Ishkashim

59. Tadzhikistan

In 1972, with long-range []-18 propeller-turbine aircraft, Aeroflot

Tadzhikistan operated to seventeen destinations outside the republic. []-18s
were first introduced on nonstop Dushanbe—Moscow flights on 2 March,
1960, reducing the overall journey time between the two centres to 54 hr,
compared with a journey of up to 26 hr by II-14. I]-18s helped considerably
to expand all-Union services from Tadzhikistan so that Aeroflot’s Tadzhik
Directorate controlled a route network of 38,415 km by 1971. Further
expansion took place in 1972 when new services came into operation
between Dushanbe and Odessa, via Volgograd, Rostov and Krasnodar, and
between Dushanbe and Minsk.
Leninabad is now a base for an expanding pattern of services operated
with An-24s. Independent operations from Leninabad began in 1971 with a
new service to Mineralnyye Vody along a newly created airway via Nukus and
Shevchenko. In 1972, new services were inaugurated from Leninabad to
Novosibirsk, Orenburg and Ufa.
Published figures for Aeroflot Tadzhikistan’s passenger traffic indicated
that, in 1949, 59,600 passengers were carried; in 1959, 270,900; in 1969,
1,070,000. The target figure for 1970 was 1,150,000 and, by 1975, an annual
total of 2,000,000 passengers is expected.

162
A Turkmen Directorate Antonov An-2P in a rugged setting. This single-engined biplane is
widely used on local services and more than 5,000 had been built in the Soviet Union by
1960.

Turkmenistan
Turkmenistan is one of the southernmost republics of the USSR. Some
eighty per cent of the country is desert and wasteland, but this is compen-
sated by rich mineral and oil deposits. The population totals around two
million and is concentrated mainly along a southern belt and in the fertile
valley of the Amu-Darya along the eastern border. The principal line of
surface communication is the railway linking Krasnovodsk on the Caspian Sea
with Ashkhabad, the capital, Chardzhou and Tashauz. Air transport has
grown to be the country’s common carrier for passengers, cargo and mail, and
aircraft are the principal means for inter-regional travel.
Aeroflot’s Turkmenistan Directorate operates services within the republic
from the main airports of Ashkhabad, Krasnovodsk, Chardzhou and Tashauz.
A total number of ninety points was reportedly receiving regular or taxi-type
service by Aeroflot in 1967. Domestic services are operated with a fleet of
An-2s, An-24s, Il-14s, Li-2s, Yak-12s and Yak-40s. Aeroflot operates an ‘air
bus’ service between Ashkhabad and Mary.
Regional services to neighbouring republics extend from Ashkhabad to
Dushanbe, Samarkand, Tashkent, Frunze and Nukus. Baku is served daily via
Nebit Dag and regular flights link Krasnovodsk with Ft. Shevchenko in
Kazakhstan.

163
 ysuiuay
ysepyag ZAVHSVL

youabin-eAuny
|ABeya
yeAew-1jnny

eqoysoy ezenieg
YSGOAONSW¥y

jays uaa 11qeN 5eq

41YZpuezey
NOHZOYWHO
yeAIy-|AZ1y¥

164
B/ey-eiey rd ae
ynejseys [neyaqeiey
™\sequeyzpou
jeyy yor S ylupny
OVaVHYHSv
@
5 ys J1|Ny-uese
VeePah

uayzpa,

Jezeg-eyyye)

“09 ur}sIUSWyINT, |e)12 JOW-

 LENINGRAD

MINSK
MOSCOW
eee N OVOSIBIRSK

KIEV I

SARATOV MAGNITOGORSK
XN

DONETSK A vexegatn AKTYUBINSK

SIMFEROPOL NG

KRASNODAR . SS
~) ASTRAKHAN
s
SOCHI ¢ VJ \
MINVODY
MAKHACHKALA
FT SHEVCHENKO FRUNZE
ALMA ATA

TBILISI TASHAUZ Z
Sa8E YPOF
E
SS TASHKENT

oa
tY cHarDzHou

ASHKHABAD MARY

61. Turkmenistan Directorate All-Union Services in 1973

Before I1-18s became part of the Turkmen air fleet in 1959, piston-engined
Il-14s used to operate all-Union services. Aeroflot Turkmenistan has built up
a widespread network of routes extending to Leningrad, Kiev, Moscow,
Sverdlovsk, Novosibirsk and destinations in the Black Sea/Caucasus area.
The passenger traffic handled by Aeroflot Turkmenistan was reported to
have reached one million in 1968. During the period 1966-70, a total of
8,120,000 passengers and 200,000 tons of cargo was carried.
Ukraine
The Ukraine is one of the largest republics of the Soviet Union, occupying
a territory of 601,000 sq km. The population in 1971 totalled more than
forty-seven million, and two large cities, Kiev and Kharkov, each have a
population of over a million. Other large cities are Donetsk, Voroshilovgrad
(formerly Lugansk), Zhdanov, Dnepropetrovsk, Zaporozhye, Odessa and
Lvov. The Ukraine is a highly industrialized country comparable to the
United Kingdom or the Federal German Republic.
The transport system within the Ukraine is well developed, with the bulk
of the traffic carried by rail, and there is a closely-knit network of inter-urban
bus routes covering the whole republic. During the summer season, a
considerable volume of passenger traffic is also carried on the river Dnieper
and its tributaries, mainly by hydrofoil. Shipping services are of importance
in the Danube delta.

165
 43 : Se

The modern terminal at Borispol Airport, Kiev, which was opened on 19 May, 1965.
Situated 38 km to the east of Kiev, Borispol handles all-Union services and is the
gateway airport for international services to the Ukraine.

Air services in the Ukraine form an essential part of the domestic transport
pattern. Aeroflot’s Ukraine Directorate has a large fleet of aircraft to operate
trunk and local routes, consisting of An-2s, Il-14s, Il-18s, L-200s, Li-2s,
Tu-104s, Tu-134s, Yak-12s and Yak-40s, and Mi-4 and Mi-8 helicopters.
Kiev, the Ukrainian capital, is the focal point of the pattern of air services.
Over four million passengers are handled annually by Kiev’s two airports,
Borispol and Zhulyany. Borispol Airport handles all-Union services to all
parts of the Soviet Union; Zhulyany Airport has the task of handling mostly
domestic trunk and local flights and short-haul services to neighbouring
republics.

ae

Vintage architecture: the terminal building at Kharkov.

166
 AOSINYSHOD

WSLNI A
ONAOY

SN
orgs ae
ly =e EEE
Sy
LEE
4 NZ Za
SE
VSLINNIA
Zz OXSeep
A mK HSISNOOWIAIS
i SK S\N \
dovosin Rint LAK
Se Yo aS A
<4 AFNSOW FX dvYDAOTIHS
ASLAONYSHO MK SES TaES
e

167
\S10d0d_ CN
ps N Gry)
RR Si
N z eS SS 5s )
L.

"et

LAO
7
RX
eX

x AONVGHZ
NS
SS
SZAB

]L
Pg

IAHZO9OdY2

Bowe” ‘Ws
RoiLAK
ttASG
Gos SNWAQHIE

TIVINZI

JOdO¥FSWNIS
re
“79 oUuTeIyA,
— UTE] SoJNOY
 Uman

Gaivoron Ulyanovka

Recyme Savran y
Pervomaisk

Krivoye-Ozero
Balta \

Rybnitsa Lyubashevka
Kotovsk Ananyew
>»
Krasnye Okny Nikolayevka

Berezovka

Kishinev
; Ivanovka iouver

Razdelnaya
Kherson

Se, ODESSA
Tarutino 8 jf
B’Dnestrovsky
| Skadovsk
\ re Artsyz
INCVORINEDOY =f hey: Kurort Primorskoye
w) Oy) pe foe
Tuzly

Bolgrad a

Liman

Reni be
Kiliya Vitkovo
|zmail
63. Local (MVL) Services in Southern Ukraine

The bulk of domestic passenger traffic is carried by An-24s which began

regular service over the Kiev—Kherson route on 31 October, 1962. This
popular aircraft now operates up to seventy-five daily flights out of Kiev
serving all main cities of the republic.
In September 1969, Aeroflot Ukraine introduced Yak-40s over the
Kiev—Odessa—Izmail route, and in the summer of 1970, they were operating
from Odessa to eleven Ukraine cities and from Kiev to a total of three.
Tu-104s and Tu-134s fly regularly between Kiev and Simferopol.
On regional services, Aeroflot Ukraine flies to Krasnodar, Mineralnyye
Vody, Anapa, Sukhumi and Sochi from major cities such as Kiev, Kharkov,

168
 a Krasnoperekopsk
~~

Razdolnoye Dzhankoi

Chernomorskoye
‘
Nizhnegorsk
Kerch
Chapayevka@

Yevpatoriya Zolotoye Polye

Feodosiya
SIMFEROPOL

Alushta

Sevastopol
eo Yalta
64. Crimea District

Central Airport, Odessa, with an Antonov An-24 (left) of the Aeroflot Ukraine
Directorate. (Aeroflot)

169
 Ul OL6[
suoneiodO Op-yeA —
due “$9
10d0u34NIS
vssado
\
MSNWAGHS8

‘
ASLAONYSHOD

170
WSAOYL3dONdANG
WSLANOGOYAAAS y

VAW1L10d
AMS LINTAWHY
ASSWYSHD

AOE
HY
AAM
AINNS
 Lvov Airport terminal with (Jeft) an Antonoy An-10.

Lvov, Odessa, Dnepropetrovsk, Donetsk and Voroshilovgrad. Most regional

flights are operated with An-24s.
Aeroflot’s Ukraine Directorate is an important contributor to the opera-
tion of all-Union air services. With a large fleet of Tu-104s, Tu-134s and II-18s
for heavy traffic routes, and An-24s for all others, Aeroflot Ukraine carries
the bulk of traffic between Moscow and a total of twenty destinations in the
republic. An-10s were also used until the type was completely withdrawn
following an accident in 1972.
In 1967, Aeroflot Ukraine started using Il-18s which have since been in
operation over numerous long-distance routes, mainly between Kiev and
Sverdlovsk, Novosibirsk, Irkutsk and Khabarovsk. Between 1959 and 1967,
An-10s in service with this directorate carried more than six million
passengers. New II-18s and Tu-134s were used to replace the An-10s on a
number of medium-haul routes. Tu-104s started regular service with the
directorate on 7 July, 1959, on the Kiev—Moscow route; by 1966, three and
a half million passengers had been carried by Tu-104s.
In terms of passenger traffic, Aeroflot Ukraine is now the biggest of all the
Aeroflot directorates. The total for 1970 was given as 9,750,000 which
compares with 5,900,000 in 1965. The overall length of all-Union routes
reached 77,530 km in 1971. According to official sources, Aeroflot Ukraine
was given the task of carrying eleven million passengers in 1972, and its route
network was to be extended to more than 93,000 km.

171
 ae wees en er | eee S
An Aeroflot Mil Mi-4P in a desolate part of Soviet Central Asia.

Uzbekistan
The Uzbek republic is situated in the heart of Central Asia, and, because of
its geographic position, it is a crossroads of communications. Uzbekistan is
basically divided into two parts: the eastern part takes in the area around the
capital Tashkent and the densely populated Fergana Basin; the western part
opens out to the Amu-Darya valley and also to a wide area of desert and
wasteland. The Karakalpak ASSR is politically part of Uzbekistan and
borders on the Aral Sea.
The network of railways and roads is well developed between all main
cities but air transport has grown over the last decade to become one of the
principal means of inter-regional travel, with Aeroflot’s Uzbek Directorate
responsible for services within the republic and to neighbouring states.
Tashkent is the main focal point of the air route network and services are
operated from there to all Uzbek regional administrative centres and points in
the Karakalpak ASSR. On the trunk routes, An-24s and I]-14s carry the bulk
of the traffic, supported by Il-18s flying between Tashkent and Samarkand,
Urgench, Nukus and Andizhan. Yak-40s were introduced on domestic
operations in Uzbekistan in 1971. An-2s and Yak-12s are used for short-haul
operations in all parts of the country.
In addition to the radial pattern of services operated from Tashkent, there
are some cross-country services in Uzbekistan, in particular between Kokand
and Samarkand and between Samarkand and Nukus, by way of Bukhara and
Urgench.
Regional services of Aeroflot’s Uzbek Directorate operate from Tashkent
to Alma Ata, Chardara and Chardzhou.

L722
 uvysryeqzq “99
Zawsa |
1Yssey

puerlewes
eieyrng
qe}!

173
euebia4

ueUyzIpuy
Le
uebuewen youebin
LNAAHSV L iundig
yeyng-Apwe |
SIAPNY-4YOr)
 This Aeroflot unit makes an outstanding contribution to the operation of
all-Union services. Most long-distance flights are operated with long-range
[l-18s which have been in service with this directorate since 1959, and the
type helped to strengthen communications between Moscow and the main
cities in Uzbekistan. In addition to serving the Moscow—Tashkent route,
Il-18s started nonstop flights from Moscow to Nukus in December 1964,
Samarkand in February 1967 (with immediate connection to Bukhara),
Fergana in July 1967, Urgench and Andizhan in 1968.
In the early 1960s, Uzbekistan was one of the few Soviet republics to have
a network of night air mail services. Operations were begun in 1962 and
connected Tashkent with Nukus, Samarkand and Kokand, but the intro-
duction of modern propeller-turbine aircraft on trunk routes from Tashkent
led to the cancellation of these special mail flights. The daily I-18 service
linking Tashkent with Urgench and Nukus is officially termed a ‘mail/
passenger’ flight. -
At the beginning of the Five-Year Plan in 1965, the Aeroflot Uzbek
Directorate was regularly serving a route network of 47,620 km. By 1969, the
network of all-Union services alone extended to 72,000 km. Passenger figures
indicate that there was an increase from 1,750,000 in 1965 to 2,260,000 in
1967. The present volume of passenger traffic is believed to be about
3,700,000 a year.

Polar Aviation
The Soviet Union’s geographical position is such that it has as its northern
borders the vast expanse of the Arctic Ocean and the Polar region. The
northern coastline extends to some 6,000 km, with only a few major
pockets of population.
A planned development of the Soviet arctic regions was initiated with the
help of aviation in the course of the second economic Five-Year Plan between
1933 and 1937. Before that, aircraft had been used on irregular flights to
provide communication with distant trading posts in the north and to keep
arctic research and observation posts supplied. Under the direction of the
Chief Directorate of the Northern Sea Route (Glavsevmorput), founded in
1932 with Dr Otto Schmidt, the well-known Arctic explorer, as head of the
organization, a special air unit was formed. Initially, one of the unit’s main
tasks was the exploratory survey of a sea route along the entire northern
shore, with a view to establishing a regular shipping route. Once this task was
finished, aircraft were used to keep continuous watch on ice conditions along
the north coast and to fly patrols throughout the summer navigation season.
All the collected information was of great importance and help to Glavsev-
morput which was in control of commercial shipping between Murmansk,
Sa es Petropavlovsk/Kamchatka and Vladivostok in the Soviet Far
ast.
Flying activities in the Arctic increased continuously throughout the
1930s: in 1933, 180 passengers and 14-7 tons of mail and cargo were carried,
but in 1940 there were 11,867 passengers and 937 tons of mail and cargo.
Arctic pilots and crews covered a distance of 250,000 miles in 1934, assisting
coastal shipping generally. In 1936, over a million miles were covered on ice
patrol flights.

174
17S
Ze Bulle

Be

se
we
Vine Wie

Y
ee
i y

rejog uoleray jje1oe 9

yeylopun AdaIns s}YSITJIOAO SY} INOIY UbdIO sty], AOUNSTT
VT YIM TeIoeds SBUI[MO
10} MO]
G

‘soinjeIodute
‘

ST UO UL 9OI POURSSTeUUO
YSI]J DAI
 In the 1930s, flying-boats were used by Glavsevmorput for a variety of
tasks. It has been reported that Dornier Wals were part of the arctic air fleet,
operating along the lower reaches of the Yenisei river from Igarka.
Scientists and prospectors made use of aircraft in arctic regions, and ona
number of occasions polar aviation has come to the rescue of ships’ crews and
expeditions. Members of Dr Schmidt’s arctic expedition were rescued by
aircraft in April 1934. Four-engined Tupolev ANT-6 aircraft, registered
SSSR-N169, 170, 171, and 172, and the U-2 reconnaissance aircraft
SSSR-N166, set off for the Arctic in 1937 to fly out members of a research
team whose job it had been to set up a radio weather station near the North
Pole. The pilot of the expedition’s flagship was the famous arctic pilot
M. V. Vodopyanov.

An ANT-6 of Aviaarktika, the Arctic Air Fleet, seen on an ice-floe in the Arctic Ocean.

In January 1960, the arctic flying unit of Glavsevmorput became part of

GUGVF Aeroflot which renamed the unit Polyarnaya Aviatsiya (Polar
Aviation). M. I. Shevelev was put in charge of this directorate. Its aircraft are
extensively used for ice observation which has become of greater importance
since the northern sea route was opened to international shipping. Total
distance flown is now well over three million km a year and constant
reconnaissance is maintained between March and October. At the beginning
of the summer season, when regular shipping is resumed after the winter
freeze, aerial surveys help collect information to permit the forecasting of ice
conditions along the northern coast, and aircraft and helicopters are used to
search out navigable lanes through the drifting ice and guide ships through the
arctic seas.
The Polar Aviation Directorate of Aeroflot is responsible for all flying
activities in the arctic regions. A considerable amount of the flying is
non-scheduled and seasonal. However, year-round communication is main-
tained with the numerous arctic research stations set up along the northern
coast and on offshore islands. Thousands of landings are reportedly made

176
 An
Aeroflot
Polar
Aviation
Lisunov
Li-2
Soviet
Antarctic
at
Ob
the
with
station,
background.
in
a

es,
An Antonov An-12 cargo aircraft at Sheremetyevo Airport, Moscow, photographed in
1963, one year after it started service with the Polar Aviation Directorate.

every year on ice floes by Polar Aviation aircraft, to ferry personnel, supplies
and equipment to and from their outposts.
The scope of scheduled operations is, seen as part of Aeroflot’s overall
pattern of services, relatively small, yet the activity of the Polar Aviation
Directorate is of vital importance to the settlements in northern regions.
From the main arctic air stations at Arkhangelsk, Naryan-Mar, Amderma,
Dikson, Nordvik, Tiksi, Pevek and Anadyr, taxi and regular flights provide
links with outlying communities.

ia ad
A Polar Aviation Antonov An-12 at the Soviet North Pole station 18, in early 1969.

178
 Of great significance was the opening up of the northern airway in 1961
after completion of airport construction at Khatanga, Tiksi, Chokurdakh and
Anadyr. On 10 January, 1961, Aeroflot’s Polar Aviation Directorate initiated
regular services with Il-18s over the Moscow—Tiksi—Magadan route, followed
by scheduled operations between Moscow and Khatanga, Tiksi, Gizhiga and
Chokurdakh. On 17 August, 1961, the northern trunk route Moscow—Tiksi—
Anadyr was inaugurated, providing the first-ever direct link with the
Chukotka district of the far northeast. In May 1967, Polar Aviation aircraft
began regular flying on the route from Moscow via Tiksi to Petropavlovsk in
Kamchatka. This great-circle route reduced the journey time to Petropavlovsk
by some five hours, by comparison with the traditional route across central
Siberia and Khabarovsk.

A Polar Aviation Antonov An-12. In the background is another An-12 and an Ilyushin
Il-14.

Throughout the 1960s, the carriage of freight was an ever increasing part
of the Polar Aviation Directorate’s activity. A large fleet of Antonov An-12
cargo aircraft was constantly engaged in flying goods to all the main
settlements of the north. Polar Aviation freight aircraft were also used to fly
scheduled services from Leningrad and Moscow to numerous cities in Central
Siberia and also to Khabarovsk. At Moscow, Sheremetyevo Airport was the
gateway for Polar Aviation services to the northern regions, used for both
passenger and freight operations.
Now, Aeroflot’s Moscow Transport Directorate has taken over from Polar
Aviation the operation of all long-distance flights between Moscow and the
towns of the north, and scheduled cargo services are operated by a number of
directorates. Vnukovo Airport, Moscow, has become the new gateway to the
arctic regions.

179
 Pesticides being loaded into the hold of an agricultural Antonov An-2. (Aeroflot)

CHAPTER IV

Aviation at the Service of the

Soviet Economy

Newspaper Matrix Service

The regular carriage of newspaper matrices by air was started in the course
of the first Five-Year Plan for economic development. On 1 June, 1931, the
first Pravda newspaper matrix was flown from Moscow to Kharkov in the
Ukraine, and similar arrangements were soon made to transport the paper’s
matrix to Leningrad, Rostov, Sverdlovsk, Groznyy, Odessa, Kazan and Tiflis
(later Tbilisi). In the late 1930s, the matrices of smaller newspapers were also
flown from Moscow to a number of important cities. It is reported that the
circulation of Pravda was greatly increased after the introduction of matrix
delivery to key cities by air.

180
 In 1968, Aeroflot was reported to be carrying 236 matrices of Moscow
newspapers to a total of thirty-eight major cities in all parts of the Union, by
arranging for their transport on sixty-nine daily flights from the capital. In
1972, matrices of Pravda and Izvestiya were flown daily from Moscow to
forty-one cities, and the matrix of Komsomolskaya Pravda to twenty-four
cities. The number of cities receiving matrix service was increased throughout
the 1960s. Improved aerial communication between Moscow and major cities
due to the introduction of new jet and propeller-turbine aircraft led to an
extension of this service to Krasnoyarsk, Volgograd, Voronezh and Krasnodar
in 1961, and Tselinograd, Simferopol, Chita and Kazan were served after
1962. Special arrangements are made to drop matrices by parachute, should
bad weather prevent an aircraft from landing at its destination.

In 1956 Aeroflot was supplied with a number of Ilyushin I]-28 converted jet bombers for
the carriage of freight, mail and newspaper matrices over the trans-Siberian trunk route
while gaining experience before the introduction of the Tu-104.

Air Ambulance Service

The air ambulance service started in the Soviet Union over forty years ago,
initially from a number of major cities in Central Russia. The present-day
organization is nation-wide, with over 200 stations in allparts of the country,
these stations usually being located at a district capital’s airport and staffed
by doctors and nurses of the district hospital. Overall responsibility for the air
ambulance service lies with the Ministry of Health.
According to an agreement between the Ministry of Health and the
Ministry of Civil Aviation, Aeroflot provides the air ambulance organization
with aircraft and is responsible for their technical maintenance, in addition to
making available qualified flying staff. The most commonly used types of
aircraft are An-2s and Yak-12s, as well as. Ka-18, Ka-26, Mi-1] and Mi-4
helicopters, normally equipped to carry patients on stretchers, while An-2s
and Mi-4s have operating theatres to deal with urgent surgical cases.

181
 The main task of the air ambulance services is obviously to get sick and
injured to hospital from remote areas, but in the north, Siberia and the
mountain and desert areas of Central Asia, the flying ambulance service
undertakes regular medical check-ups on hunters, geologists, cattle-breeders
and prospectors.
The air ambulance service makes more than 100,000 flights each year,
carrying more than 200,000 people (doctors, nurses and patients) and some
550 tons of medical supplies.

Agricultural Aviation
The aeroplane’s potential as an agricultural tool was recognized in the
early 1920s when, in Moscow, an institute was formed to experiment with
mineral fertilizer diffusion from the air. The USSR claims to have been the
first country to spray chemical liquids from aircraft, experiments having been
undertaken in Tushino district in 1922 to attack vermin from the air. As a
result of intensive studies and experiments, new ways and means for
avio-chemical work were devised. Aircraft were fitted with special spraying
devices and ground equipment was provided for the storage, handling and
despatching of fertilizer. Aeroflot light aircraft and helicopters now work on
large vineyards, orchards and agricultural areas.

An Antonov An-2 engaged in agricultural work in Tadzhikistan.

According to the Five-Year Plan for the period 1966-70, the area covered
from the air was to be increased from 65 million hectares to 80 million
hectares by 1970. The impact of the use of aircraft and helicopters can be
judged from the fact that the number of contracts between farms and
Aeroflot had risen to nearly 40,000 by 1966, compared with 14,911 with
kolkhozes and 3,783 with sovkhozes in 1958.
Aeroflot makes extensive use of An-2s for a great variety of agricultural
work. With take-off and landing runs of 80-100 m (262-328 ft), An-2s can
easily make use of improvised landing-strips, and, fitted with special devices
for spraying or dusting, may be flown from their bases to the sites each day
or remain on them for the duration of their work.

182
An Antonov An-2M working on a rice plantation in the Alma Ata district of Kazakhstan.

Aeroflot’s Ukraine, Moldavia, North-Caucasia and Georgia Directorates

and those of the Central Asian republics employ large numbers of An-2s and
Mi-1 helicopters. Also used are Kamov Ka-15M helicopters fitted with
chemical tanks and spray-bars. The Ka-26 helicopter was commissioned by
Aeroflot as a result of research by the Soviet State Scientific Research
Institute, and can be fitted with spray devices for very specialized tasks
including the use of dry chemicals. Mi-1 helicopters have been in use since
1954, and one of the versions employed has two external 250-litre tanks and
dusting nozzles. The Mi-2 is a slightly larger version of the Mi-1 helicopter and
has twin turbines in place of the Mi-1’s single piston engine. It is used
extensively to fertilize crops in various regions of the USSR, as well as for
transporting bulk fertilizers and agricultural produce.
Aeroflot agricultural aircraft and helicopters are employed throughout the
year in the southern parts of the Soviet Union, notably in Moldavia, southern
Ukraine, Crimea, Northern Caucasia, Transcaucasia and Central Asia. In the
spring, aircraft are used to sow crops and assist with spraying chemicals to
eradicate vermin and pests. In summer, a watch is kept on the presence of
vermin and on plants showing signs of disease; in autumn, chemicals are
sprayed from the air to promote defoliation and, in winter, the helicopters
spray the vineyards and orchards of the southern USSR.
In northern regions of the Russian Federation, avio-chemical work begins
in March. Aircraft spread coal dust, ashes, black sand and other material to
quicken the melting of snow; the resulting earlier cleaning of the ground
enables grain to be sown several weeks earlier. Aerial spraying of chemicals is
commonplace early in the year to speed up the melting of snow and ice on
rivers and lakes. Careful planning of these activities can regulate and prevent
spring flooding.

183
 Forest Patrol and Firefighting
Nearly one third of the Soviet Union is covered with forest, and in the
North, the Ural region, and in many parts of Siberia, the proportion of
forest to the total area is exceptionally high.
One of the most serious threats to these extensive forests is fire. Ordinary
means of fighting forest fire from the ground have little effect, particularly in
areas covered with taiga, and the only way to patrol large areas and control
fires is from the air. At numerous towns throughout the north and in Siberia,
fire-protection air bases have been set up. The largest is at Khabarovsk, where
An-2s and Li-2s and Mi-4, Mi-8 and Mi-10 helicopters are available for forest
patrol and firefighting duties. Mi-8 or Mi-10 helicopters are big enough to
carry two and a half tons of water or firefighting teams of twenty men. As a
result of these measures losses from fires have been halved over the last
fifteen years.

An Antonov An-2L water-bomber releasing 1,260 litres of water from its twin floats.
This type is used for forest protection and the water is taken on board while taxi-ing at
about 25 kt. (Aeroflot)

184
 Insect Control
Throughout the Soviet Union, but especially in northern regions and
Siberia, the many lakes and marshes are the breeding ground for millions of
gnats and midges in late spring and early summer. These insect hordes make
life a misery for men and animals and Aeroflot is called upon to help fight
this menace on an increasing scale. Without the help aviation provides, a
tremendous outlay of manpower and other resources would be necessary.
In Yakutia, which has over 100,000 lakes, summer flies present a serious
problem and it is known that in 1968 some 160,000 acres were sprayed from
the air to rid them from mature insects and 750,000 acres from insect larvae.

ING early Mil Mi-4 working on a fish spotting mission in the Okhotsk Sea, with its mother
ship.
Fish Spotting
Numerous ships of the Soviet fishing fleet carry helicopters to spot shoals
of fish and direct ships to the fishing grounds, and they accompany both
coastal and deep-sea fishing fleets. The types most frequently used are Kamov
Ka-18 and Ka-26 helicopters which are able to operate from the small landing
latforms on the ships.
; Aircraft are also used to transfer fish from inland breeding grounds to the
open sea.
185
A Mil Mi-6 heavy-lift helicopter carrying a slung load. Maximum internal load is 12,000
kg (26,455 Ib) but the maximum external load is limited to 9,000 kg (19,841 Ib).
(Aeroflot)

A Mil Mi-6 heavy-lift helicopter of Aeroflot, on a special working mission in Switzerland

in 1966. The Mi-6 is seen without fixed-wing and auxiliary fuel tanks. (Courtesy
Heliswiss)

186
 Prospecting and Construction Work
Aeroflot light aircraft and helicopters are employed by geologists for
prospecting work all over Siberia. In many instances, aeroplanes and heli-
copters are equipped with special instruments designed to detect mineral
deposits, and are also used for photographic survey for the compilation of
detailed topographical maps. Geological survey flights have been carried out
in many parts of Siberia and Central Asia prior to construction work on the
numerous large water reservoirs and hydro-electric power stations.
Helicopters are also used for the transport of work teams and their
equipment to new building sites. Once an airfield has been constructed,
Aeroflot is able to employ light aircraft or even heavy transports to convey
work teams and their equipment to the new building site, and it is known
that Bratsk, Surgut, Mirnyy, Deputatskiy and Bilibino in Siberia were
instigated in this way before any large scale construction work commenced.
Aeroflot helicopters have also assisted with the construction of high
voltage power lines, the positioning of pylons or the assembly of gas or oil
pipelines; factory chimneys have been repaired and aircraft hangars have been
erected.
Light aircraft and helicopters are hired out by Aeroflot for work of this
kind. Among the types used are An-2 and Yak-12 single-engined aircraft, Il-14s
and Li-2s for specialized work such as aerial photography, and An-12 freighters
for the carriage of bulky construction material. Some of the Mil and Kamov
helicopters have been designed specifically for such work.

187
 ZLOT UI SAOIAIOg POT-N asodny, “19
WOLSOAIGVIA

MIviVW Vee ad
Cen WW ars
ret”
HST

LS
EP \7

SSS
SNIGWAT3HO
St a ron KN

et
MSAOUVEVHY

ISIVLNY
MSAOTGYSAS
ISHigtWA.

od
O)
ASS
VSS I{itinuins

KA\

188
BN
Sanry | 10dO¥SSWNIS

QVYONINIT

QO)
 YN,
MURMANSK

PETROZAVODSK
O

TALLINE _LENINGRAD

my WAS
ys ANS
=a
NY Se cry sear MAGurToGoRsK
E
VI
\ ~WAG ZA i}
0 Z
IWIN Sesatioesatgrsio
{abonodiveoN BOR SL |

WES
Ur
SIMFEROPOL
SOND V
KRASNODAR ANYAsravasrot

~ PS Pitwvo01

SUKHUMI S
KUTAISI O TBILISI

68. Tupolev Tu-124 Services in 1969

189
 GHAP TERY

Airports and Commercial Activities

Aeroproyekt
In the Soviet Union systematic planning of airports and their technical
installations started in the early 1930s. For this purpose, a unit called
Grazhdaviastroi was established in February 1932 within the general
administration of the Civil Air Fleet. Two years later, the unit was
reorganized to become the Central Office for Research and Air Route
Planning, and the title of Aeroproyekt was adopted.
Initial work of the research institute concentrated on plans for air services
along rivers and lakes throughout the country. This was a practical propo-
sition, since the large number of rivers and lakes made possible the use of
seaplanes and flying-boats, thus avoiding the cost of aerodrome construction.

The new terminal building and control tower at Borispol Airport, Kiev. (Aeroflot)

190
 Many of the Aeroproyekt specialists were mobilized during the war but
some were evacuated to Ulyanovsk and later to Novosibirsk where work on
major airport projects continued.
After the war, when efforts were aimed at the reconstruction or recon-
ditioning of airports at all major cities, the institute became responsible for
vital airport construction projects at Leningrad, Minsk, Kiev and Khabarovsk,
and new airport terminals were also built at Vilnius, Riga, Khabarovsk,
Krasnoyarsk, Chita, Omsk, Kharkov, Lvov and many other large cities.
In 1959, a new era began for Aeroproyekt when plans were announced to
develop Aeroflot into a major common transport carrier. Responsibility for
planning airports and technical installations in the north was given to a
branch set up in Leningrad, under the name of Lenaeroproyekt.
Work began in 1960 on the design of airports and terminal facilities to
handle a considerable increase in air traffic at all major and secondary airports
in the Soviet Union. Terminals were designed to handle 15, 25, 50, 100, 200
or 400 passengers per hour, and research began in 1968 to design terminal
buildings capable of handling more than 1,000 passengers an hour.
The Aeroproyekt Institute has established a system of classification for
airports of all-Union importance:

Passengers per annum

Class I— 1-7 —3:°5 million

Chassell 0-8 aerniliion
Class III — 0-25 — 0-8 million
Class IV — 0:05 — 0:25 million
Class V — 0:02 — 0:05 million

Airports for local (MVL) services are unclassified, but their planned passenger
total does not exceed 20,000 per year.
Airport construction programmes call for 220 airports for all-Union
services and 1,000 airports for local services by 1990; these figures are
intended to increase to 400 and 1,600 by the year 2,000.
Plans are under way for a number of major airports at key USSR cities, that
is airports large enough to handle between 15 and 30 million passengers a
year, and these are expected to be available for use when Soviet civil aviation
enters the supersonic era and when the advanced stage of large-capacity
aircraft and all-weather and automatic landings has been reached. Aero-
proyekt is actively engaged in designing at major airports hangars large
enough to accommodate new and bigger aircraft due to be introduced by
Aeroflot. Work is also aimed at improving hangarage facilities at older airports
such as Moscow’s Vnukovo and Bykovo and at the Novosibirsk city airport.
A great deal of planning is also undertaken by the research institute for
improving the technical installations at airports. In particular, refuelling
facilities have been improved at seventy-four major airports, which was the
target figure for 1968. Nag
In addition to undertaking research work in the Soviet Union, Aero-
proyekt has been involved in the design of airports or airport installations in
certain foreign countries, notably in Mongolia, Afghanistan and Guinea.

191
 The terminal building at Domodedovo Airport, Moscow.

Airports
In the early days of civil aviation in the Soviet Union, flying was from
grass fields or, as previously mentioned, bases along rivers and lakes, and
amphibians and flying-boats helped a great deal with the opening up of vast
areas of the Soviet Union and bringing remote settlements within reach of
larger centres. Early plans for regular landplane services called for the
construction of aerodromes at major cities throughout the country. At
Moscow, Khodynka — later known as Frunze or Central Airport — was the
capital’s first aerodrome to be used for regular air services. In 1928, a new air
mail service from Moscow to Novosibirsk was made possible by equipping
aerodromes at Moscow and Kazan with night-flying facilities, but few Soviet
aerodromes were so equipped until the early 1940s.

Check-in positions at Domodedovo Airport, Moscow.

172
 Domodedovo Airport, Moscow, was officially opened on 20 May, 1965. On the loading
apron are three Tupolev Tu-104s,

Ground transport facilities at Domodedovo Airport, Moscow. The buses operate between
the airport and the Moscow Central Air Terminal and between the airport and the
nearest underground station; the minibus is one of those serving intermediate points
between the airport and the city. There are numerous taxis in the background and part
of the platform of the adjoining railway station can be seen in the top left-hand corner.

193
An Ilyushin Il-18 at Moscow’s international airport Sheremetyevo, with passengers
disembarking after a flight from Sochi. During the summer season, special flights are
operated from Moscow Sheremetyevo to Simferopol and Sochi, to provide connections
for foreign tourists from Western European cities.

Airport development throughout the country provided most major cities

with adequate airport facilities capable of handling expanding air services and
one of the most important came into use on 2 July, 1941, as Moscow-
Vnukovo. World War II necessitated the construction of a number of airports
between Krasnoyarsk, Central Siberia, and Uelkal in the far northeastern part
of the USSR, to receive military aircraft ferried from the United States to
Russia. Thus a line of good aerodromes became established at Kirensk,
Olekminsk, Yakutsk, Oimyakon, Seimchan, Gizhiga, Kamenskoye, Markovo
and Anadyr which proved a valuable asset to civil aviation after the war, and
these became operational on 30 January, 1943.
During World War II many airports and installations had been seriously
damaged and those at Leningrad, Kiev, Minsk, Kharkov, Odessa, Simferopol,

Passengers boarding an Ilyushin [I-14 at Krasnodar Airport, in 1960.

194
Stalingrad (later Volgograd), Rostov and Voronezh were completely out of
action at the end of the war. Overhaul bases and workshops were destroyed at
the base airports of Leningrad, Dnepropetrovsk, Rostov and Krasnodar,
On 14 October, 1944, the Soviet State Committee for Defence gave
Aeroflot the task of restoring aerodromes at major cities in the Ukraine and
re-establishing repair and overhaul facilities at the airports of Kharkov,
Rostov and Mineralnyye Vody. Another decree, issued on 22 May, 1945, was
aimed at the restoration and reconstruction of airports generally. Special
efforts were centred on airports at Kiev (Zhulyany), Kharkov, Lvov, Odessa,
Rostov, Voronezh, Simferopol, Minsk, Riga, Tallin and Leningrad. Work also
started on the construction of airport terminals, administrative and service
buildings at all major airports, plus the building of thirty-eight hotels at
important cities. For the overhaul of aircraft, technical bases were built at
Dnepropetrovsk, Kiev, Minsk, Rostov, Sverdlovsk and Novosibirsk airports. In
the late forties, work also started on equipping a number of important
airports with facilities for regular night and bad weather operations.

The facade of the original Sheremetyevo Airport terminal. Sheremetyevo is the Moscow
international airport which also handles flights to Leningrad. (Aeroflot)

On 1 February, 1946, airports were approved for full civil operation along
the following major trunk routes: Moscow—Leningrad, Moscow—Irkutsk,
Moscow—Tashkent—Alma Ata, Moscow—Stalingrad—Baku—Ashkhabad, Mos-
cow—Kiev—Odessa and Moscow—Minsk.
But in the early post-war years, a large number of airports throughout the
country, which were used by regular services, were available for daytime use
only. This obviously presented Aeroflot with difficulties in scheduling
services of all-Union importance and, as late as 1952, many flights out of
Moscow on long-distance routes were scheduled to depart in the late evening
or early morning to reach their destinations during normal daylight hours. On
transcontinental services, this meant night stops at points such as Omsk,
Krasnoyarsk, Irkutsk or Aktyubinsk.

195
 It has been reported that Il-14s (only introduced in November 1954)
serving trunk routes were operating from airports — even at large cities —
without adequate hard-surface runways and apron areas. To make allowances
for inadequate airport facilities, new generation aircraft such as the Tu-104,
Il-18 and An-10 were designed to use unprepared runways. But subsequent
airport construction work at numerous important cities throughout the
country resulted in Aeroflot being able to use large jet and propeller-turbine
aircraft for all-Union services to over 200 cities, and Il-14s, An-24s or Yak-40s
to nearly 300 cities on local routes.
Special emphasis was placed on the construction of airports in the Black
Sea/Caucasus region and there is now a system of modern airports from
Odessa to Batumi. Of particular importance was the airport construction in
arctic regions at Khatanga, Tiksi, Chersky, Chokurdakh, Pevek, Anadyr and
elsewhere, thus making possible the introduction of I]-18s to these places
from 1961. ;
During the period 1965-70, airport terminal buildings and departure halls
were built at forty cities, among which were Arkhangelsk, Chardzhou,
Kaunas, Pavlodar, Surgut, Nizhnevartovskiy, Tbilisi, Volgograd, Urai,
Voronezh, Semipalatinsk, all of which are of all-Union importance. Further
construction was undertaken at the airports of Anadyr, Aktyubinsk,
Magadan, Chelyabinsk, Dnepropetrovsk, Donetsk, Izhevsk, Kazan,
Khabarovsk, Kishinev, Salekhard, Stavropol, Tashkent, Vladivostok,
Murmansk, Riga, Rostov, Sochi, Leningrad, Alma Ata, Anapa, Orenburg,
Irkutsk, Kuybyshev and Kustanai.
Construction work is also in progress at many airports served only by local
(MVL) flights. New airport terminals have already been opened at Beloretsk,
Chernovtsy, Kerch, Murom, Mogilev, Kyzyl, Nikolayev, Sumy and Ternopol.
A new terminal complex is being built at Moscow-Bykovo Airport.

what

38m
x “2
+
yes KK Fe
Ey fh

A 1964 photograph of the main airport at Alma Ata in the Kazakh SSR.

196
The terminal building and Antonov An-24s at Volgograd (formerly Stalingrad).
(Aeroflot)

Tourism
Following a long period of isolation the Soviet Government is now sparing
no efforts to promote international tourist travel to the USSR — mainly to
earn foreign exchange. Intourist, the official Soviet organization looking after
tourists and other visitors, is able to offer more hotels and tourist facilities in
various parts of the country than ever before, particularly in the Black Sea
and Caucasus resorts.
Foreign tourists travel within the USSR mostly by regular or charter
flights of Aeroflot. There are some journeys on which foreign tourists are
allowed to travel only by air, one of them being Moscow—Tashkent; equally,
there are some cities served by Aeroflot, which are open to foreign visitors, to
which they are not permitted to fly. Out of seventeen daily flights between
Moscow and Leningrad, involving Sheremetyevo and Bykovo Airports at
Moscow and Shosseiny and Smolny Airports at Leningrad, only eight can be
used by foreign travellers.
Promotion of foreign tourist travel to the Soviet Union is often shared
jointly by Aeroflot and Intourist, with emphasis on using Aeroflot’s
scheduled flights. Numerous charter flights are also operated to Leningrad,
Moscow and Kiev by Aeroflot and Lufthansa, Aviogenex, Transavia, KLM,
Sterling, SATA, and Overseas National, to Khabarovsk by Alaska Airlines, and
to Odessa and Sochi by Aeroflot only.
Foreign travel by Soviet citizens is still restricted, although,
understandably perhaps, less so in the case of visits to countries of the
Eastern bloc. Soviet citizens normally travel in groups, using Aeroflot’s and
its East European pool partners’ scheduled services, but Aeroflot’s services are
usually used when they travel to other countries. Series of charter flights are
known to be operated by Aeroflot to the Bulgarian resorts of Burgas and
Varna, from both Moscow and Kiev.

197
 Tourism inside the Soviet Union is steadily increasing and many people go
on organized holidays. The Central Council for Tourist Travel and Excursions
arranges for weekend trips and long-stay holidays to many parts of the Soviet
Union and air travel plays an important part in this. In 1970, about 9,000 air
tours were arranged; this figure is to increase to 28,000 by the end of the
1971-75 Five-Year Plan. ;

Hotels
Aeroflot is believed to have entered the hotel business immediately after
World War II. At that time, the airline started building up a network of
long-distance routes radiating from Moscow. Since many airports were not
equipped for night operations, it was necessary to accommodate crews and
passengers at intermediate night stops, and hotels were built at Sverdlovsk,
Omsk, Novosibirsk, Krasnoyarsk, Kirensk, Irkutsk, and Chita Airports along
the trans-Siberia route; at Aktyubinsk on Central Asian routes to Frunze,
Alma Ata and Stalinabad (later Dushanbe); at Tashkent for passengers
travelling to Central Asian destinations and to Kabul, Afghanistan; and at
Rostov, Astrakhan and Kuybyshev for travellers between the Black Sea/
Caucasus holiday centres and Siberia and Central Asia. At Moscow’s Vnukovo
Airport, there was a hotel for international transit passengers.
As Aeroflot continued to improve its services throughout the USSR in the
1950s and 1960s and many airports became available for night operations,
the need for regular night stops on long-distance flights disappeared. There
was, however, increasing demand for hotel accommodation at all major cities
where travellers not only joined or disembarked from mainline flights, but
transferred from or to local services. As a result, a building programme called
for the construction of hotels at all district centres, which are the focus for
local (MVL) services connecting with all-Union services.

The Moscow Central Air Terminal on Leningradsky Prospekt, on the opening day in
January 1966.

198
 By 1968, Aeroflot had eighty-nine hotels in all parts of the Soviet Union.
In that year, new hotels were opened at Tselinograd, Sukhumi, Riga,
Magnitogorsk and Samarkand. During the period 1971-75, Aeroflot plans to
open new hotels, for air crews and passengers, at sixteen major cities. Among
the first of these to be opened were those at Komsomolsk, Tiksi, Tyumen and
Berezovo, during 1971. Work is reported to be under way at Surgut,
Nizhnevartovskiy, Khabarovsk, Anadyr, Chita, Krasnoyarsk, Izhevsk, Anapa
and Vnukovo Airport, Moscow. It has also been reported that a hotel is going
to be built in Moscow for international passengers only; at present they are
accommodated at Aeroflot’s hotel next to the central air terminal on
Leningradsky Prospekt.

199
Examples of Aeroflot’s turbine-powered fleet, on display at Vnukovo Airport, Moscow.
Tupolev Tu-114 (top left), Ilyushin 1-62 (centre left), Myushin I-18 (lower left),
Antonov An-24 (top right), Tupolev Tu-134 (centre right) and the nose of a Tupolev
Tu-124.

CHAPTER VI

The Aeroflot Fleet

The fleet of Aeroflot, when the war ended, consisted mainly of Lisunov
Li-2s which were modified licence-built Douglas DC-3s, and numbers of small,
mostly single-engined, aircraft and some converted military types. The first
post-war transport aircraft was the Ilyushin []-12, an orthodox twin-engined
low-wing monoplane with nosewheel undercarriage.
The prototype I[l-12 made its first flight early in 1946 and went into
passenger service on 22 August, 1947. Large numbers were built and they
took over the operation of Aeroflot’s main domestic routes and some
international services. Aeroflot is believed to have ceased operation of [l-12s
in 1965.
Developed from the [I-12 was the improved Il-14 which, as the Il-14P,
entered Aeroflot service on 30 November, 1954. This type was produced in

200
several versions, and is still in service with Aeroflot.
Two other types of piston-engined aircraft in largescale service with
Aeroflot are the Antonov An-2 biplane and the Yak-12 high-wing monoplane.
Both are single-engined and both are used for a wide range of duties including
the operation of local services.
In 1953 Aeroflot began work on a major re-equipment programme and
this led to the design, construction and introduction of the first generation of
poe turbine-powered transport aircraft, both turbojet and _propeller-
urbine.

Aerodrome control, simple style. A flagman about to signal all-clear to an Aeroflot

Ilyushin Il-12B. This system of control had long been used in the USSR and it was a
pre-war practice in Germany.

The first of the new generation to be introduced was the twin-turbojet

Tupolev Tu-104 which entered regular scheduled passenger service on 15
September, 1956. A four-engined development, the Tu-110, was not put into
production.
In 1959 two types of large-capacity propeller-turbine aircraft were com-
missioned — the Antonov An-10 and the Ilyushin [l-18. The An-10 was
capable of operating from rough surface aerodromes while carrying heavy
loads, and development work led to the improved An-10A and the widely
used An-12 cargo aircraft. The Ilyushin Il-18 became the most important type
in the Aeroflot fleet, with some 650 in service, and proved to be the most
exported Soviet civil airliner so far. For long-range routes, including inter-
continental, the Soviet Union produced the very large propeller-turbine
powered Tu-114 which began operations in 1961.
Having acquired modern turbine-powered equipment for its trunk
domestic and international services, Aeroflot’s next re-equipment programme
was concerned with the shorter stages. To meet this requirement, Soviet
industry produced the Tu-124, a scaled-down Tu-104, and the twin propeller-
turbine Antonov An-24 which closely resembles the highly successful Dutch
Fokker F.27 Friendship. The Tu-124, built in relatively small numbers, went
into service in October 1962, and the An-24, built in large numbers, began
operations later the same month.
Going further down the scale to the very short routes, again two types of
turbine-powered aircraft were designed. The turbofan-powered three-engined

201
202
uy ojdurexa
Jo 94} [eul
[eulst10
d UONONpold
UOIsIOA
JO oY} UIYSNAT]
‘g[-]] Uses o1oY
1& I] 3INOg
jo d. “j1odity
‘slieg
Yak-40 has proved most successful. It went into service with Aeroflot in
September 1968, has been built in large numbers, and is finding export
markets. The smaller twin propeller-turbine Beriev Be-30 seems to have had
problems and, although it first flew in March 1967, there is no definite news
of its entry into service. There is equally little news of its piston-engined
predecessor, the Antonov An-14.

The first prototype Antonov An-14 Pchelka (Bee) feederliner.

In spite of the scale of its re-equipment, Aeroflot still had a number of
aircraft requirements. Because of the length of its domestic trunk routes and
the need for a competitive intercontinental aircraft, the airline needed a
long-range high-capacity turbojet-powered type. The Ilyushin I-62 with four
rear-mounted engines was produced to operate over these routes, and it
entered service in 1967.
For shorter domestic routes and many of its European and Middle East
operations, Aeroflot required something better than the Tu-124 which did
not have a very good reputation with passengers. This requirement was met
by developing the Tu-124 into the much-improved rear-engined Tu-134 which
began regular operation in 1967. Considerable numbers of Tu-134s and
Tu-134As are now in use and the type has been exported to other communist
countries.
In addition to its vast fleet of fixed-wing aircraft, Aeroflot makes
widescale use of helicopters. Its first type was the Mil Mi-1 but the first to go
into scheduled passenger operation was the piston-engined Mil Mi-4 which is
roughly equivalent to the Sikorsky S-55. Later, turbine-powered versions of
these types were developed as the Mi-2 and Mi-8. The latter is a twin-turbine
type with similar capacity to the Sikorsky S-61. The Mi-8 began regular
service during 1967.
In a much larger category are the Mil Mi-6 and Mi-10 helicopters. These are
very large heavy-lift helicopters with engines totalling about 11,000 hp. These
helicopters are used for a wide range of heavy cargo and lifting work, but
there is no information to suggest that the proposed 80/100-passenger Mi-6P
has gone into service.
203
A Mil Mi-1 helicopter taking off from the secondary airport at Murmansk, which handles
all local air services. Several Antonov An-2 biplanes can be seen in the background.
Although this photograph was taken in 1961, the An-2s still provide regular service from
Murmansk to all the district’s administrative centres.

Believed to be working in close co-operation with the Mi-6 and Mi-10 is

the very big four-engined propeller-turbine powered Antonov An-22 cargo
aircraft. This type, which has carried a payload of more than 100 tonnes, has
been seen outside the USSR on several occasions while operating special cargo
flights for Aeroflot. There is no news of the An-22 being in scheduled
operation.
The Tu-104s have now been in service for nearly eighteen years, the
An-10s have been withdrawn after a major fatal accident, and the Il-18 has
completed about fifteen years’ service. Therefore, Aeroflot obviously
needed an aeroplane capable, if possible, of replacing all these types and, at
the same time, providing increased capacity to cater for the rapidly growing
traffic, without adding more than necessary to the number of aircraft
movements. The type designed to meet this difficult requirement was the
Tupolev Tu-154, a three-engined aircraft in the Boeing 727-200 category. It
began regular passenger service in 1972 and some have been exported.

hr ©

AapOwMAGT
A

The very large Antonov An-22 seen at Geneva Airport on a cargo charter flight in April
1970. (Richard R. Heimann)

204
 In addition to Soviet-built aircraft, Aeroflot has used numbers of Czecho-
slovak Aero 45s and L-200D Moravas for local flights and taxi work, and it is
reported that the airline has acquired numbers of the newer Czechoslovak
propeller-turbine L-410 Turbolet 12/20-passenger aircraft for local service
operations.
In the western world there is a certain amount of suspicion of Soviet
aircraft and some feeling that there is not the same attention given to safety
as in Europe and the United States. In fact Soviet transport aircraft undergo
very extensive testing, and new Soviet types, before going into passenger
service, are flown on ad hoc and regular cargo services under varying climatic
conditions.
Initial service of a new type is usually the responsibility of one selected
Aeroflot directorate, the Moscow Transport Directorate having topped the
list by being first to introduce the Tu-104, I-18, Tu-114, Tu-124, Tu-134,
Tu-154 and the [l-62 into scheduled passenger service during the period
1956-71. An-10s and An-24s were first operated by Aeroflot’s Ukraine
Directorate, and An-12 freighters by the Polar Aviation Directorate. The
Yak-40 was introduced by the Moscow Directorate (now the Central Regions
and Arctic Directorate).
On a number of occasions, the Aeroflot unit already operating a new type
of aircraft has also operated selected services on behalf of other directorates
awaiting delivery of the same type. For instance, during 1956 and 1957,
MUTA (now the Moscow Transport Directorate) was the only Aeroflot unit
with Tu-104s as part of its fleet and, during that time, all scheduled jet
services throughout the Soviet Union were flown by MUTA, prior to the
delivery of Tu-104s to the Georgia, Uzbekistan and Western Siberia Direc-
torates which then took over those operations over routes for which they
were responsible. The Ukraine Directorate inaugurated An-10 service between
Minsk and Baku on behalf of the Byelorussia Directorate; the Tu-124s were
phased into scheduled service by MUTA from Moscow to Tallin, Vilnius,
Gorkiy, Ulyanovsk and Kazan on behalf of the Estonia, Lithuania and Volga
Directorates which are normally responsible for the operation of flights to
these cities. The arrangement came to an end in 1963 when these directorates
took delivery of their own Tu-124s.

Brief descriptions of Aeroflot’s Li-2 and main post-war aircraft, with

typical performance figures, follow:

The Antonov An-2

The An-2 is a unique aeroplane, being the only biplane transport to be
designed and produced since the war. It is powered by a 1,000 hp ASh-62IR
nine-cylinder air-cooled radial engine and has a non-retractable tailwheel
undercarriage.
Designed originally to meet a Soviet Ministry of Agriculture and Forestry
specification, the prototype An-2 first flew in 1947. Since that time a score
of versions has been built for a range of duties, and more than 5,000 had been
produced by 1960.
Aeroflot probably uses more An-2s than it does any other type of aircraft.
They are used for agricultural work (An-2S), passenger and cargo transport

205
 The twin-float Antonov An-2V.

(An-2P), passenger and cargo transport as a floatplane (An-2V), and water

bombing (An-2L).
Civil operation of the An-2 began in March 1948 and the aircraft’s
important rdle in local (MVL) service operations can be judged from the fact
that, as late as 1973, twenty-nine Aeroflot directorates, out of a total of
thirty-one, were using An-2s on scheduled services.
Up to fourteen passengers can be carried or 1,240 kg (2,733 lb) of cargo.
Short take-off and landing are a feature of An-2 operations, while the
floatplane’s special shallow-draught floats give it the ability to operate from
water as shallow as 80 cm (2 ft 74 in). Skis can be fitted for winter operations
when rivers and lakes are frozen.
An-2s are known still to be operating to scores of places from Moscow-
Bykovo, Leningrad-Smolny, Kiev-Zhulyany, Odessa-Zastava, Yerevan-South,
Tashkent-Sergeli, Kuybyshev-Shmyshlyayevka and Novosibirsk City Airports.
By May 1967, Aeroflot had carried one hundred million passengers in
An-2s.
Latest known version is the An-2M incorporating numerous modifications
including redesigned tail surfaces. This version went into production in 1964
and is essentially an agricultural aircraft.

An-2 Span 18-18 m (59 ft 7} in); length 12-4 m (40 ft 8 in); wing area 71-52 sqm
(769-83 sq ft).
Empty weight 3,400 kg (7,495 lb); payload 1,300 kg (2,866 lb); loaded weight 5,250 kg
(11,574 Ib).
Cruising speed 190 km/h (118-06 mph); take-off run on concrete 150 m (492 ft);
landing run on concrete 170 m (557 ft); service ceiling 4,500 m (14,763 ft); range with
670 litre (147 Imp gal) fuel reserve 845 km (455 n. miles).

206
207
poulsus-a[3urts
W7-UY [eIy[no1ise
jjeIOIe
pue sy} AOUOJUYp[-UV PoulsUs-UIM}“IOUT[IOpse}
 Antonov An-10
The Antonov An-10 was designed to meet Aeroflot’s requirement for an
aircraft with large passenger and freight capacity to serve medium-haul routes
with high traffic potential. It was a high-wing monoplane with circular-section
pressurized fuselage, four 4,000 hp Ivchenko AI-20 propeller-turbines, tall
single fin and rudder, and a retractable nosewheel undercarriage designed for
soft-field operations.
Before being used for passenger service, An-10s were employed by
Aeroflot’s Ukraine Directorate on all-cargo services, scheduled passenger
flights being inaugurated on 22 July, 1959, on the Moscow—Simferopol
route. After 1960, several directorates took delivery of this new type of
aircraft, and operations were extended to many regions of the Soviet Union.
Shortly after the original 85-passenger version of the An-10 was intro-
duced into regular service, the improved An-10A appeared and it went into
passenger service between Moscow and Rostov in January 1961. The
directorates which had An-10 aircraft in their fleet, in fact employed both
the An-10 and An-10A versions. The seating capacity of most An-10s was
increased to 100, and most An-10As had accommodation for at least 110
passengers.
In 1971, An-10 and An-10A aircraft were in service with Aeroflot’s
Byelorussia, Komi, Moldavia, Ukraine, North-Caucasia, Volga and Eastern
Siberia Directorates, operating over a network of 128,935 km. The largest
single operator of this type of aircraft is believed to have been the Ukraine
Directorate. Its An-10s carried the bulk of traffic between Moscow and the
Ukraine cities of Kharkov, Donetsk, Zhdanov, Voroshilovgrad,
Dnepropetrovsk, Kherson, Nikolayev, Poltava, Vinnitsa, Krivoi-Rog and Lvov.
During the period 1959-67, Aeroflot carried some twelve million
passengers in its An-10 series aircraft. In 1972, An-10s and An-10As were
withdrawn from service following a major accident, at Kharkov on 18 May,
involving the death of 108 passengers and crew.
Although the actual cause of this accident has not been given, the incident
must have been serious to lead to the withdrawal of this important Soviet
airliner. The crash occurred shortly before the onset of the summer 1972
season and the absence of the An-10 from the Soviet air transport scene
aes
xe

me

The main cabin of the prototype Antonov An-10.

208
An Antonov An-10A with large twin ventral fins in place of the earlier vertical endplate
fins,
resulted in a serious shortage of seating capacity over a number of routes: the
highest number of daily flights operated by An-10s was between Moscow and
Rostov with nine round trips and 1,008 seats offered, and between Moscow
and eleven cities in the Ukraine, with nineteen daily flights providing 2,090
seats.
The Aeroflot directorates affected by the withdrawal of the An-10 were
Byelorussia, Komi, Volga, Eastern Siberia, North-Caucasia, Ukraine and
Moldavia. The withdrawal of the An-10 resulted in a revision of Aeroflot’s
summer timetable and An-24s, I]-18s and Tu-104s were resorted to in order
to provide some of the capacity formerly provided by An-10s. It is believed,
however, that many flights remained cancelled due to shortage of aircraft.
The 1973 summer timetable reveals details of how Aeroflot endeavoured
to cope with the withdrawal of such an important aircraft as the An-10.
Delivery of numbers of Tu-134s made it possible to allocate these new
aircraft to those directorates most affected by the loss of the An-10. As a
result, the Aeroflot Byelorussia, North-Caucasia and Komi Directorates also
became operators of the Tu-134s in late 1972 or early 1973. The Ukraine
Directorate is believed to have received a number of []-18s from the Moscow
Transport Directorate which phased in new Tu-154 trijets on the Moscow—
Sochi holiday route and thus made a release of Il-18s possible. Although
Tu-134s now operate between Moscow and Syktyvkar, II-18s of the Tadzhik
and Latvia Directorates also fly over this route, which was one of the earliest
over which An-10s operated. In Eastern Siberia, Il-18s of the Krasnoyarsk
Directorate have replaced An-10s over the important Irkutsk—Yakutsk route.
The withdrawal of An-10s from regular Aeroflot service is the main reason
why the airline was unable to meet its target of eighty-seven million
passengers in 1972.

An-10A Span 38 m (124 ft 8 in); length 34 m (111 ft 6} in); wing area 121-73
sq m (1,310:-28 sq ft).
Empty weight not known; maximum payload 14,500 kg (31,967 Ib); loaded weight
54,000 kg (119,050 1b).
Cruising speed 630 km/h (391-46 mph); take-off run 700-800 m (2,296-2,624 ft);
landing run 550-650 m (1,804-2,132 ft); service ceiling 11,000 m (36,089 ft); maximum
payload range with one hour’s fuel reserve 1,220 km (658 n. miles); maximum fuel range
with one hour’s reserve 3,050 km (1,645 n. miles).

209
This view of the Antonov An-12 shows clearly the bulky fuselage. The main cargo hold is
13-5 m (44 ft 34 in) long, 3 m (9 ft 101 in) wide and 2-4 m (7 ft 10} in) high.

Antonov An-12
Built at the same time and resembling the An-10 passenger aircraft in its
basic design, the An-12 was conceived originally as a military cargo aircraft
for the transport of bulky freight and vehicles. The An-12 has a redesigned
rear fuselage with large loading doors. The original An-12s had a tail gun
position. An entirely civil version, believed to be the An-12B, was exhibited
to the public at the 1965 Paris Aero Show.
The An-12 entered service with Aeroflot’s Polar Aviation unit in 1962, and
scheduled operations were started in February 1963 between Irkutsk and
Mirnyy by the Eastern Siberia Directorate.
An-12 freighters were built in large numbers and by 1967 seven Aeroflot
directorates were using the type on scheduled operations. In 1971, the
network of all-cargo services flown by An-12s extended over 76,800 km, and
served thirty-one cities in all parts of the Soviet Union. In 1973, An-12s were
flying twice daily between Moscow and Magadan, a distance of 7,210 km,
thus operating the longest domestic all-cargo route anywhere.
Most of the non-scheduled cargo operations of Aeroflot within the USSR
are undertaken with An-12 freighters carrying perishable foodstuff from the
producer areas of the south to many major cities of the north and assisting
with the transport of bulky freight to the numerous building sites in Siberia.

An Antonov An-12 cargo aircraft. This type is responsible for the operation of domestic
and international all-cargo services.

210
 An-12s inaugurated Aeroflot’s first international all-cargo service, between
Moscow and Paris, on 3 February, 1966. In the same year, a similar operation
was begun between Moscow and Jakarta. A Moscow—Amsterdam service
began on 11 April, 1968, and in the same year, Aeroflot launched a freight
service between Moscow and Vladivostok as part of a Western Europe to
Japan operation. In May 1971, Aeroflot started all-cargo services linking
Khabarovsk and Tokyo, with An-12s flying in parallel with Japan Air Lines’
Boeing 727s.

An-12B Span 38 m (124 ft 8 in); length 33-1 m (108 ft 71 in); wing area 121-73
sq m (1,310-28 sq ft).
Empty weight not known; maximum payload 20,000 kg (44,092 Ib); loaded weight
61,000 kg (134,482 Ib).
Cruising speed 580 km/h (360-39 mph); take-off run (at 54,000 kg — 119,050 lb) 850 m
(2,788 ft); landing run 860 m (2,821 ft); service ceiling 10,200 m (33,464 ft); range with
10,000 kg (22,046 lb) payload and one hour’s fuel reserve 3,400 km (1,834 n. miles);
maximum range 4,000 km (2,158 n. miles).

Antonov An-24
The Antonov An-24 twin propeller-turbine transport was initially designed
as a 32/40-passenger aircraft for use on short- to medium-stage routes
throughout the Soviet Union, capable of operation in all climates and from
small unpaved aerodromes. Work on the design began in December 1957 and
during the development stage the seating requirement was increased to 44
and, later, to 48.
The first prototype made its initial flight in December 1959 and when it
appeared was seen to resemble closely the Fokker F.27 Friendship and
Handley Page Dart Herald, being a high-wing monoplane with single fin and
rudder and retractable nosewheel undercarriage. The engines are two
Ivchenko AJI-24 airscrew-turbines of 2,100 to 2,820 hp according to the
version used. The RV version of the AN-24 also has an auxiliary turbojet in
the starboard engine nacelle, in order to restore performance in the event of
an engine failure on take-off. Among the numerous variants of the An-24 was
the RT cargo version with under-fuselage loading door. A development of this
version can carry up to 53 tonnes of payload and is designated An-26. A new
survey version with modified nose and crew compartment is the An-30.
Passenger service with An-24s began on 31 October, 1962, when Aeroflot’s
Ukraine Directorate introduced the new type on the Kiev—Kherson route.
Expanded An-24 service in the Ukraine followed in the course of 1963 when
twelve regional centres in the republic were served from the capital Kiev by
An-24s,
On 1 December, 1963, Aeroflot’s Moscow Directorate started An-24
services from Moscow-Bykovo to Saratov, and in early 1964, the new
aircraft began operating to other cities in Central Russia, to Kazan and Perm.
Later in the year, An-24 operations began between Moscow and Gudauta,
Makhachkala and Groznyy. The first regular An-24 operations in Siberia
started on 6 September, 1964, when the Krasnoyarsk Directorate introduced
the aircraft on the Krasnoyarsk—Abakan—Kyzy] route.
Production of An-24s at the Kiev and Ulan-Ude factories was maintained
at a high level, so that the Aeroflot directorates of Eastern Siberia, Latvia,
211
Uzbekistan, Kazakhstan, Turkmenistan, Ural, Volga, North-Caucasia and
Western Siberia were able to begin An-24 services during 1965. Apart from
the Moscow Transport and International (TsUMVS) Directorates in whose
field of operations there is no need for aircraft the size of An-24s, only the
Estonia Directorate had not taken delivery of An-24s by 1973.
Coinciding with increased numbers of An-24s delivered to Aeroflot
directorates, several independent units were formed within a directorate.
Such units have a number of An-24s allocated to them and operate from such
base airports as Guriev, Tselinograd, Kirov, Gomel, Astrakhan, Rostov,
Krasnodar, Sukhumi, Batumi, Perm, Voronezh, Kursk and Tula. The Saratov
Aviation Group, as the largest independent unit, was operating An-24 aircraft
over a network of 19,775 km in 1971.

.
SN atpiy

The Antonov An-24, now used in large numbers, was introduced into scheduled
passenger service by Aeroflot’s Ukraine Directorate on 31 October, 1962. (Aviaexport)

The An-24 enabled Aeroflot to improve air communication in all parts of

the Soviet Union and, for the first time, to serve scores of towns with modern
aircraft.
Although intended as a replacement of the older piston-engined Li-2s and
Il-14s, An-24s are operating in a supplementary rdle with numerous direc-
torates. Its extensive use is indicated by the fact that, between October 1962
and May 1969, some twenty-five million passengers were carried by the type.
The seating capacity in An-24s ranges from 44 to 50; all new An-24s entering
service are now equipped with 50 seats.
In addition to operating passenger services, An-24s are used by Aeroflot on
a number of cargo routes. The An-24 quick-change passenger/cargo version
was introduced in 1965 to operate between Moscow and destinations in the
Ukraine.
An-24s are little used on the international routes of Aeroflot but, flown by
the Byelorussia and Eastern Siberia Directorates, they operate scheduled
services between Minsk and Berlin, and Irkutsk and Ulan Bator.
The extent of domestic all-Union routes operated by An-24s in 1971 was
253,350 km, connecting 164 cities. If local (MVL) operations are taken into

212
account, An-24s are believed to provide regular service to more than 250
towns. Several hundred An-24s are in service with Aeroflot and numbers have
been exported for both civil and military work.
An-24V Series I Span 29-2 m (95 ft 94 in); length 23-53 m (77 ft 2+ in); wing
area 72:46 sq m (779-95 sq ft).
Empty weight 13,300 kg (29,321 Ib); maximum payload (passenger version) 5,500 kg
(12,125 lb); loaded weight 20,000 kg (44,092 Ib).
Cruising speed 450-500 km/h (279-62-310-69 mph); take-off run, at sea level in 15 deg
C, 500 m (1,640 ft); landing run 590 m (1,935 ft); service ceiling 9,000 m (29,527 ft);
maximum payload range with 45 minutes’ reserve fuel 650 km (350 n. miles).

Beriev Be-30
In the mid-1960s Aeroflot saw the need for a modern small-capacity
aeroplane capable of replacing the An-2 on its large number of short-stage
local services. To improve regularity and safety a twin-engined type was
required and to meet this need the Beriev Design Bureau produced the Be-30
with twin propeller-turbines.
The Be-30 made its first flight in March 1967 and was required for service
by 1970, but the type appears to have suffered numerous shortcomings and
there is still no news of its introduction into service, although a small number
of production aircraft now appears to have been completed.
In layout the Be-30 is a high-wing cantilever monoplane with single fin and
rudder and retractable nosewheel undercarriage. The fuselage, of rectangular
section, is unpressurized. The type of engines used is not known, it has only
been said that they are two 970 hp TVD-10 propeller-turbines, TVD being
simply the initial letters of the Russian words for turbine, propeller and
engine.
The Be-30 has accommodation for up to 15 passengers and was designed
for stages of 200-800 km (108-431 n. miles). It was also required to operate
from short rough landing grounds.

Be-30 Span 17 m (55 ft 9% in); length 15 m (49 ft 2} in); wing area 32 sq m

(344-44 sq ft).
Empty weight is not known; payload 1,300 kg (2,866 Ib); loaded weight 5,700 kg
(12,566 Ib). :
Cruising speed 460-480 km/h (285-83-298-26 mph); take-off run 170 m (557 ft); landing
run 130 m (426 ft); maximum payload range 400 km (215 n. miles); maximum range,
with 680 kg (1,499 lb) payload, 1,300 km (701 n. miles).

Ilyushin I-12 and [l-14

Two aircraft which played an important part in the post-war development
of Soviet air transport were the Il-12 and Il-14 designed by the Ilyushin
Design Bureau. In layout these were twin-engined low-wing monoplanes with
single fins and retractable nosewheel undercarriages, and were unpressurized.
They have an external resemblance to the series of Convair-Liners but were
not of as advanced design and were perhaps closest to the British Vickers
Viking, although the Viking had a tailwheel undercarriage.

213
 Design of the I-12 began in 1943 and was thus an earlier concept than the
nearest western designs. The prototype flew early in 1946 and the type,
probably with 21 seats, began passenger service with Aeroflot on 22 August,
1947. The engines were 1,650/1,775 hp ASh-82FN fourteen-cylinder air-
cooled radials. There appear to have been some directional control problems
with the early I]-12s, probably in the case of an engine failure, because the
Il-12B version with dorsal fin soon appeared. Numbers of I]-12s, with double
cargo doors, were used for freight operations.
Il-12s were widely used and even operated the transcontinental route
between Moscow and Vladivostok — taking thirty-two hours with nine
intermediate stops. Small numbers of I]-12s were supplied to the Czecho-
slovak and Polish airlines. Production details are not known but Aeroflot
certainly employed several hundred. Soviet civil Il-12s were finally withdrawn
from main routes in 1965.
In July 1949 Il-12s — with a standard seating arrangement of 21 — were
working a route network of 16,790 km connecting a total of twenty cities.
Operations were mainly out of Moscow and the farthest destination was
Khabarovsk. [l-12s also flew regularly between Moscow and Baku,
Ashkhabad, Tbilisi, Kharkov, Kiev and Odessa. Other services connected
Leningrad with Novosibirsk, as well as Mineralnyye Vody with Tashkent.
International routes flown with Il-12s linked Moscow with Sofia and Tirana.
By 1955, Il-12s had replaced all Li-2s operating on international routes.
The longest Il-12 service then flown was Moscow—Peking, followed by
Moscow—Kabul.
It is believed that Il-12 operations within the Soviet Union reached a peak
in 1957 when fifty-four cities were served over a network of 50,215 km. In
the early part of that year, [l-12s were the only type providing trans-
continental through service between Moscow and the Far Eastern destinations
Khabarovsk, Yuzhno-Sakhalinsk and Vladivostok, prior to the introduction
of Tu-104 jet express service on the trans-Siberia run. The I-12 trans-
continental services were undertaken in close co-operation between the
MUTA, Western and Eastern Siberia and the Far East Directorates, with
interchange of equipment and crews.
Passenger services operated by Il-12s had been reduced to 5,400 km in
extent by 1961, the route network taking in fifteen cities.
Scheduled cargo services were built up in the early 1950s but the extent of
Il-12 operations was limited in that they only amounted to 6,530 km in 1957

Two of the original version Ilyushin II-12s with, in the background, two Lisunov Li-2s, at
Khabarovsk Airport, in 1949.

214
An Aeroflot Ilyushin Il-14M at Bromma Airport, Stockholm, in June 1958. (John
Stroud)
and the peak was reached in 1961 with 10,000 km. The longest cargo routes
then served by I1-12s linked Moscow with Barnaul and Tashkent.
The I-14 was a direct development of the I-12. It was a generally cleaned
up version with redesigned vertical tail surfaces and two 1,630/1,900 hp
ASh-82T engines. First deliveries are believed to have been made to the Soviet
air force and Aeroflot introduced the IIl-14P into passenger service on 30
November, 1954. Initially, the Il-14P had accommodation for 18 passengers.
The 28/32-passenger II-14M, with slightly longer fuselage, appeared in 1956.
Seating accommodation in Aeroflot’s Il-14s underwent several changes, with
some aircraft carrying up to 36 passengers. Cargo versions were the I]-14G
and [1-14T.
Il-14s were produced in very large numbers. Most Aeroflot directorates
used I]-14s, the type serving with twenty directorates by 1957. With the
introduction of Il-14s, the I[l-12s were relegated to secondary routes. The
Ukraine Directorate was last to withdraw Il-12s from all-Union service, in
May 1965. After that, the type was still reported to be flying on domestic
routes in the Ukraine and in Eastern Siberia. The exact date of final
withdrawal from regular service is not known.
When the Tupolev Tu-104 began domestic operations in 1956, the [l-14
was standard equipment on trunk routes within the USSR, supported by
Li-2s and [1-12s.
In 1957 the longest domestic route ever operated by Il-14s was that
linking Leningrad with Vladivostok, a distance of 7,960 km covered in 33 hr
35 min with ten stops. Il-14Ms operated the second longest route, from
Moscow to Magadan, which was 7,710 km long.
Il-14 operations reached their peak in 1961 when the network of all-Union
services totalled 166,400 km and took in 112 cities.
As a result of the build-up of Aeroflot’s fleet of jet and propeller-turbine
airliners, Il-14s were relegated more and more to the short-haul routes. This
trend was indicated by the fact that airports at many of the smaller towns
were rebuilt or modernized to accommodate I-14 category aircraft. In 1971,
twenty-eight Aeroflot directorates were flying I]-14s on local and regional

PAIS)
An Ilyushin I-14 on a supply flight to an Arctic research station on a drifting ice-floe in
the Leptev Sea, in early 1967. (Courtesy Novosti Press Agency)

services, and it can be assumed that quite large numbers are still retained in
the Aeroflot fleet.
11-12B Span 31-7 m (104 ft); length 21-31 m (69 ft 11 in); wing area 100 sqm
(1,076:39 sq ft).
Empty weight 9,000 kg (19,841 1b); payload 3,000 kg (6,613 lb); loaded weight
17,250 kg (38,030 Ib).
Cruising speed 350 km/h (217-48 mph); take-off run 520m (1,706 ft); landing run
450m (1,476 ft); service ceiling 6,700m (21,981 ft); range, with 27 passengers,
2,000 km (1,079 n. miles).

Il-14M Span 31-7 m (104 ft); length 22-31 m (73 ft 2} in); wing area 100 sqm
(1,076:39 sq ft).
Empty weight 12,700 kg (27,998 lb); payload 3,300 kg (7,275 lb); loaded weight
17,500 kg (38,581 Ib).
Cruising speed 320 km/h (198-84 mph); take-off run 485 m (1,591 ft)*; landing run
443 m (1,453 ft)*; service ceiling 7,400 m (24,278 ft); maximum payload range, with
one hour’s fuel reserve, 400 km (215 n. miles); range with 1,600 kg (3,527 lb) payload
1,750 km (944 n. miles).

* Figures for Czechoslovak Avia 14-32A version.

216
 Ilyushin I-18
The I-18, which first flew on 4 July, 1957, has for many years been the
most important aeroplane in the Aeroflot fleet — the total number used by
the airline being reported as 650.
A low-wing four-engined fully pressurized monoplane with retractable
nosewheel undercarriage, the [1-18 is in the same category as the Bristol
Britannia, Vickers-Armstrongs Vanguard and Lockheed Electra, but far more
Il-18s have been built than the total production for the other three types.
The production Il-18, originally with 80 seats, was powered by four 4,000
hp Ivchenko AI-20 propeller-turbines but the later D model has improved
AI-20M engines with lower fuel consumption.

SSSR-L5821, the pre-production batch of twenty Ilyushin

background is a Lisunov Li-2.
After a period of operation on domestic cargo services, the Il-18 was
introduced on scheduled passenger services on 20 April, 1959, when it began
working over the Moscow—Alma Ata and Moscow—Sochi routes. By August
that year, Il-18 services had been extended from Moscow to Baku, Ashkhabad
and Frunze, and there were II-18 services from Alma Ata to Rostov and from
Tashkent to Sochi. Il-18 operations were extended to twenty-eight Soviet cities
in 1961, forty-nine in 1964 and eighty-six in 1971, the last city added in
1971 being Surgut in Tyumen district.
The first international operation by II-18s appears to have been between
Moscow and London via Copenhagen from 14 October, 1959, when, for a
short period, the type replaced the regular Tu-104s. Then on 5 January,
1960, Il-18s began scheduled operation over the Moscow—Bucharest—Sofia
route, and that April the following foreign destinations were added to the
1-18 network: Cairo, Berlin and Vienna. Subsequently Il-18s operated over
many of Aeroflot’s long-distance international routes including those to
Africa and Asia.
By 1969, after ten years of airline service, Aeroflot’s I]-18s had carried
some sixty million passengers, and by the summer of 1971 the type was in
service with eighteen Aeroflot directorates, operating mainly with the
standard configuration of 89 seats. Many Il-18s had their capacity increased
to 100 or 110 seats.
The most used version of the Il-18 was probably the II-18V, and, in 1965,
the long-range Il-18D was commissioned by CSA. It went into service with
Aeroflot in the following year.

Zt]
 Although there were some serious incidents involving I]-18s in their early
years, they have given outstanding service to Aeroflot.

1-18V Span 37-4 m (122 ft 8} in); length 35-9 m (117 ft 9; in); wing area 140 sq m
(1,506-95 sq ft).
Empty weight 31,500 kg (69,445 Ib); maximum payload 13,500 kg (29,762 Ib); loaded
weight 61,200 kg (134,922 Ib).
Cruising speed 625-650 km/h (388-35-403-89 mph); take-off run 1,200 m (3,937 ft);
landing run 720 m (2,362 ft); service ceiling 10,750 m (35,268 ft); maximum payload
range with one hour’s fuel reserve 2,500 km (1,349 n. miles); maximum fuel range, with
9,000 kg (19,841 Ib) payload and one hour’s fuel reserve, 4,800 km (2,590 n. miles).

The Il-18D has a maximum take-off weight of 64,000 kg (141,096 lb), a maximum
payload range of 4,000 km (2,158 n. miles) and a maximum fuel range, with 6,500 kg
(14,330 Ib) payload, of 6,500 km (3,507 n. miles).

Ilyushin I-62
Although the Tupolev Tu-114 had an impressive performance for a
propeller-driven aircraft — a maximum speed of 870 km/h (540 mph) — it
was obviously not a competitive aircraft in the jet era and, therefore, it was
no surprise when, in 1962, it was learned that the Soviet Union was
producing a four-engined jet transport — the II-62.
In general layout the I-62 closely resembles the British VC10 and Super
VC10 with low-position sweptback wing, high-mounted tailplane and four
turbofans in pairs on each side of the rear fuselage.
The prototype []-62 made its first flight in January 1963 and underwent a
prolonged period of testing during which numerous modifications were made.
It was not until March 1967 that Il-62s began operating domestic cargo flights

A prototype Ilyushin I1-62 at Vnukovo Airport, Moscow.

218
and it was on 15 September, 1967, that Il-62s began operating regular
passenger services — sharing operation of the Moscow—Montreal services with
Tu-114s. By the end of that year II-62s were operating to Rome, Delhi, Paris
and Khabarovsk. On 15 July, 1968, the Il-62s opened Aeroflot’s Moscow—
New York service, as an extension of the Montreal route.
The [1-62 is now operating all Aeroflot’s North Atlantic services, its
trans-Siberia services to Japan, a number of Asian services, to Cairo and Dakar
in Africa, a number of European services including Moscow—London, and
certain domestic services such as Moscow—Alma Ata, Moscow—Tashkent and
Moscow—Khabarovsk.
Aeroflot probably had about sixty Il-62s in service by mid-1973 and the
type had also operated services for KLM and Japan Air Lines over the
trans-Siberia route, when the aircraft bore the markings of these companies
added to the Aeroflot livery.
The production Il-62s are powered by four 10,500 kg (23,148 1b) thrust
Kuznetsov KN-8-4 turbofans and normal seating configuration was 162 on
heavy-traffic routes such as Moscow—Berlin and Moscow—Prague, and 140 on
intercontinental routes. Present accommodation is 138.
In 1971, at the Paris Aero Show, a new version of the I-62 was exhibited.
This was the []-62M-200 which has 11,500 kg (25,353 1b) thrust Soloviev
D-30KU turbofans with thrust reversers on the outboard engines, maximum
seating for 198 passengers and increased range. This version is now in full
operation.
11-62 Span 43-3 m (142 ft 02 in); length 53-12 m (174 ft 34 in); wing area 282-2
sq m (3,037-57 sq ft).
Equipped empty weight 67,800 kg (149,473 lb); maximum payload 23,000 kg (50,706
lb); maximum take-off weight 157,500 kg (347,227 Ib).
Cruising speed 850-900 km/h (528-17-559-23 mph); take-off run 1,800 m (5,905 ft);
landing run 800-1,000 m (2,624-3,280 ft); service ceiling 13,000 m (42,651 ft); maxi-
mum payload range, with one hour’s fuel reserve, 6,700 km (3,615 n. miles).

Il-62M-200 Maximum payload 23,000 kg (50,706 1b); maximum take-off weight

165,000 kg (363,762 1b); maximum payload range, with reserves, 8,000 km (4,316 n.
miles); range with 10,000 kg (22,046 lb) payload and reserves 10,300 km (5,557 n.
miles).

Lisunov Li-2
Before the war a number of Douglas DC-3s was acquired by the Soviet
Union and operated by Aeroflot. Numbers of military C-47s were supplied
under Lend-Lease and the type, with modifications, was put into licence
production in the USSR. Imported and Soviet-built aircraft were originally
known as PS-84s, but on 17 September, 1942, the type was redesignated
Lisunov Li-2, Lisunov having been responsible for preparing the type for
Soviet manufacture. It is reported that more than 2,000 PS-84/Li-2s were
built.
The Soviet built aircraft were almost identical to the original product but
powered by two 1,000 hp ASh-62IR air-cooled radial engines. Throughout
the winter period, Li-2s usually operated with ski undercarriage in northern
areas and Siberia. Like many of the early DC-3s, the Li-2 had the cabin door
on the starboard side and even some of the American-built C-47s had their

212
 o
pes as fs a es eS :

An Aeroflot DC-3 which was imported from the USA. This photograph is reported to
show its arrival at Tempelhof Airport, Berlin, after inaugurating a Moscow—Berlin service
on 9 January, 1940. (Courtesy Lufthansa)

double port side doors replaced by a single starboard door. Initially, the
seating arrangement was for fifteen passengers but by 1961 the standard
seating was for twenty-one. After 1962 some directorates operated Li-2s with
26-28 seats.
During the war, large numbers of PS-84/Li-2s were used for transport
duties and supply missions in support of the Soviet Army. When the war
came to an end, many were handed over to Aeroflot for civil operations and
they formed the backbone of the airline’s early post-war fleet. Li-2s were
introduced on many routes linking Moscow with major cities and the capitals
of the union republics. In 1948, Li-2s inaugurated new services between
Moscow and Arkhangelsk, Murmansk, Ukhta, Molotov (later Perm),
Kemerovo, Guriev, Groznyy, Kutaisi and Batumi. Li-2 operations reached a
peak in July 1949 when the type was serving eighty-eight cities over a route
network of 93,700 km with up to 679 weekly departures from the Moscow
airports alone. Some of the longest routes operated that year were Yakutsk—
Tashkent (5,230 km), Moscow—Chita (5,060 km), Moscow—Alma Ata (3,565
km), Leningrad—Tashkent (3,445 km), and the holiday routes Sochi—Irkutsk
(5,280 km), Simferopol—Alma Ata (4,130 km) and Mineralnyye Vody—
Novosibirsk (3,325 km). Li-2s opened up new long-distance routes connecting
Moscow with Nukus in Uzbekistan in May 1953, and started scheduled
service between Moscow and Norilsk in northern Siberia in 1957. By 1957
when the Tu-104 had been phased into more extensive nationwide service,
Li-2s were still to be found operating over a network of 60,600 km. Aeroflot
continued using Li-2s in all parts of the country although II-12s and II-14s
had taken over working the more important trunk routes. By 1961 the
pattern of Li-2 service had changed to medium- and short-haul feeder work
and the network of all-Union Li-2 services had decreased to 39,600 km. As
more modern aircraft were phased into service by Aeroflot in the 1960s, Li-2s
— together with Il-14s — were widely used to build up a pattern of local
routes. By 1972, Li-2s were still engaged in passenger work in northern

220
regions of the USSR, in Siberia, Central Asia and the Soviet Far East, on
routes radiating from the base airports of Arkhangelsk, Tyumen, Norilsk,
Yakutsk, Chersky, Petropavlovsk in Kamchatka, Kustanai, Omsk, Nukus,
Guriev and Orenburg. New-generation aircraft such as the An-24 and Yak-40
are replacing Li-2s and this veteran transport is now being phased out of
scheduled service. It would seem, however, that the type has been allocated
new tasks in the field of meteorological research, prospecting, firefighting and
supply missions.
After the war and before the introduction of II-12s on international routes
in 1948, Li-2s were the only type linking Moscow with foreign destinations.
In 1949, Li-2s were flying from Moscow to Berlin, Warsaw, Prague, Helsinki,
Vienna, Kabul and Ulan Bator, but Il-12s and Il-14s replaced Li-2s in the
course of the fifties.

oe

The Lisunov Li-2 was a licence-built Douglas DC-3. The type was put into production in
the USSR in 1939 and entered passenger service, as the PS-84, in 1940. It was
redesignated Li-2 on 17 September, 1942.

The freighter version of the Li-2 was also extensively used by Aeroflot,
and the cargo network served by this type grew from 9,305 km in 1949 toa
1961 peak of 40,800 km.
Like the DC-3 in so many countries throughout the world, the Li-2 has
given Aeroflot remarkable and reliable service for more than thirty years.

Li-2 Span 28-81 m (94 ft 6 in); length 19-65 m (64 ft 53 in); wing area 91-7 sqm
(987 sq ft). ;
Empty weight not known; maximum take-off weight 10,700 kg (23,590 1b); maximum
payload 1,760 kg (3,880 Ib); maximum fuel capacity 2,330 kg (5,136 Ib).
Maximum cruising speed 250 km/h (155 mph); service ceiling 5,500 m (18,045 ft); range
with maximum payload 1,610 km (868 n. miles).

These are Soviet figures.

221
 Tupolev Tu-104
In the Western World, air transport progressed in the 1950s with large
piston-engined airliners, followed by numerous propeller-turbine designs. But
in the Soviet Union, apart from a few prototype four-engined II-18s and
Tu-70s, there was no intermediate type between the twin piston-engined I-14
and the turbojet Tupolev Tu-104 which first flew in June 1955.
Aeroflot inaugurated Tu-104 operated domestic passenger flights over the
Moscow—Omsk-—Irkutsk route on 15 September, 1956. This event was of far
reaching importance and initiated a dynamic period of expansion of Soviet
civil aviation. Although the de Havilland Comet was the first jet transport to
enter service, in May 1952, it had been withdrawn early in 1954. Thus the
Tu-104 was the first jet transport to enter and remain in sustained service, for
as far as is known the Tu-104s were never taken out of service for any reason.
at

Six Tupolev Tu-104s at Vnukovo Airport, Moscow, with three Ilyushin II-18s in the
background. (British Airways)

Initially, it was planned to set up a network of express services focussed on

Moscow, with the Tu-104s linking the capital with other major Soviet cities.
Apart from the service to Irkutsk, Tu-104s had inaugurated regular service by
mid-1957 to Tbilisi, Tashkent, Sverdlovsk and Novosibirsk.
In order to acquire a turbojet transport in the shortest possible time, the
Soviet Union based the Tu-104 on the Tu-16 twin-engined bomber and used
the bomber’s wings, undercarriage, tail unit and engine installation. In layout
the Tu-104 was a low-wing monoplane with sweptback wing and tail surfaces,
and its two 6,750 kg (14,881 lb) thrust Mikulin RD-3 or AM-3 turbojets were
buried in the wing roots.
The original Tu-104 had accommodation for 50 passengers and the
payload/power ratio was found to be uneconomic. A second version was
produced, the Tu-104A, with modified interior to accommodate 70
passengers. The new version went into regular Aeroflot service in late 1957.
By the middle of 1958, jet services had been expanded to reach as far east as
Vladivostok and Petropavlovsk in Kamchatka. The Tu-104s soon became the
principal aircraft to operate trans-Siberia services.
In 1959, another variant of the Tu-104, the Tu-104B, was phased into
passenger service. This version had accommodation for 100 passengers and
was introduced between Moscow and Leningrad and to Kiev. Jet service
between Moscow and Leningrad had a remarkable impact: within one year of
regular Tu-104B service, nearly 250,000 passengers were carried between the
two cities.
The first Aeroflot directorate to fly the Tu-104 was MUTA (now Moscow
Transport), followed by the directorates of Western and Eastern Siberia, Far

222
223
c
suoJO s
JO[JOIOV
3297350[, Agjodn
NY, Sav0l Aueur
jo yoru
ore Mou poddinba
0} A1Ivd
& Winwrxeul
| ¢] Srosuassed
‘,
East, Georgia, Ukraine, Uzbekistan and the North. At present, Tu-104 series
aircraft are still extensively used on domestic routes after nearly eighteen
years in service. In 1971 Tu-104s were flying between twenty-two cities over
a route network totalling 100,160 km in extent. The longest route served by
this type is that linking Odessa with Vladivostok, a distance of 8,680 km, the
journey taking 17 hr 30 min.
On the international scene, Aeroflot inaugurated regular Tu-104 service
between Moscow and Prague on 12 October, 1956, and this was followed by
an express service linking Prague with Peking by way of Moscow, Omsk and
Irkutsk, in just under fifteen hours. Tu-104s enabled Aeroflot to start
international services from Moscow to the European gateway cities of
Amsterdam, Brussels, Paris and London and took the Aeroflot emblem to
new continents for the first time, namely to Africa (Cairo) and Asia (Delhi).
It was reported that Aeroflot’s Ukraine Directorate introduced modified
Tu-104As into regular service on 15 April, 1965, from the base airport of
Odessa-Central. These modified airliners had 80 seats instead of the standard
70, and they were officially designated as Tu-104Ds. In the course of summer
1965, Tu-104Ds were flying regularly between Odessa and Moscow, Odessa
and Leningrad, and Leningrad and Simferopol.
It is thought that modifications to the Tu-104As continued throughout
the 1960s. In 1973, only the Eastern Siberia and Far East Directorates were
using Tu-104Ds, with a seating capacity of 85, on services from Chita-Kadala
and Khabarovsk-Novyy Airports.
In the late 1960s, Tu-104s were operating high-frequency services linking
Moscow with Berlin, Prague, Budapest and Sofia. It has been reported that,
during the period 1956-66, almost half a million passengers had been carried
by Aeroflot and CSA Tu-104s on the Moscow-Prague route. In the first ten
years of Tu-104 operations Aeroflot carried some twenty-eight million
passengers in this type on domestic and international services.

Tu-104A Span 34-54 m (113 ft 4 in); length 38-85 m (172 ft 5} in); wing area
174-4 sq m (1,877:22 sq ft).
Empty weight 41,600 kg (91,712 1b); maximum payload 9,000 kg (19,841 1b); take-off
weight 76,000 kg (167,551 Ib).
Cruising speed 750-800 km/h (466-497 mph); take-off run 2,200 m (7,217 ft); landing
run 1,850 m (6,069 ft); service ceiling 11,500 m (37,729 ft); maximum payload range,
with one hour’s fuel reserve, 2,650 km (1,430 n. miles).

Tu-104B Span 34-54 m (113 ft 4 in); length 40-06 m (131 ft 5 in); wing area
183-5 sq m (1,975-17 sq ft).
Empty weight 42,500 kg (93,696 Ib); maximum payload 12,000 kg (26,455 Ib); take-off
weight 76,000 kg (167,551 lb).
Cruising speed 750-800 km/h (466-497 mph); take-off run 2,200 m (7,217 ft); landing
run 1,850 m (6,069 ft); service ceiling 11,500 m (37,729 ft); maximum payload range,
with one hour’s fuel reserve, 2,100 km (1,133 n. miles).

224
 Tupolev Tu-114
To meet Aeroflot’s initial requirement for a long-range aeroplane, the
Tu-114 was developed from the Tu-95 long-range bomber. It was a very large
low-wing monoplane powered by four 12,000 hp Kuznetsov NK-12M pro-
peller-turbines, and, later, by 15,000 hp NK-12MV engines.
At the time of its introduction, the Tu-114 was the world’s largest
commercial transport aeroplane, having accommodation for up to 220
passengers, and it was certainly the fastest propeller-driven transport.
Within the USSR, the Tu-114 inaugurated nonstop service between
Moscow and Khabarovsk on 24 April, 1961, covering the distance of
6,980 km in 8 hr 20 min. This was almost three hours faster than the Tu-104
stopping service between the two points. Normal seating capacity was for 170
passengers on the transcontinental service. It was claimed that the extensive
use of up to eight Tu-114 aircraft between Moscow and Khabarovsk would
make possible the withdrawal of forty locomotives and about 280 carriages
from the Trans-Siberian Railway.

The Tupolev Tu-114 was the largest and fastest propeller-driven transport aircraft to enter
commercial service. This view clearly shows the 5-6 m (18 ft 44 in) diameter eight-blade
contra-rotating airscrews.

On 7 January, 1963, Tu-114s began a regular Moscow—Havana service.

Because of the long sector distance involved, a technical stop was made at
Murmansk, and the seating capacity was limited to 120. Also in 1963, the
Tu-114 began nonstop operations between Moscow and Delhi. On 4
November, 1966, the Tu-114 inaugurated the first Aeroflot service to the
North American continent with a nonstop Moscow—Montreal flight. This was
followed by a direct service linking Moscow with Tokyo on 17 April, 1967.
When the Ilyushin II-62 long-range jet airliner entered regular service with
Aeroflot in 1967, gradual replacement of Tu-114s started with Moscow—
Khabarovsk operations. This released some Tu-114 aircraft to serve the
Moscow—Tashkent route from 15 November, 1967. In November 1968, the
Tu-114 was introduced on the Moscow—Alma Ata route. At the height of the
summer 1969 season, Tu-114s were used to fly between Moscow and
Sukhumi to boost capacity on this holiday route.
22>
One of the cabins of the Tupolev Tu-114, showing the six-abreast seating
massive luggage racks.

In May 1968, the Moscow—Havana service was re-routed to include a stop

at Algiers, but this Tu-114 operation was short-lived because I]-62s took over
towards the end of that May. On 17 October, 1967, [Il-62s replaced the
Tu-114 on the Moscow—Delhi route and, on 3 June, 1969, on the route to
Tokyo. This meant in fact the withdrawal of Tu-114s from international
service. But Tu-114s were introduced between Moscow and Novosibirsk in
November 1971, and operated three daily flights throughout the 1973 summer
season.
It is believed that only about thirty Tu-114s were used by Aeroflot; one is
known to have crashed on take-off, and it appears that some have been
converted for airborne early warning duties
Tu-114 Span 51:1 m (167 ft 73 in); length 54-1 m (177 ft 6 in); wing area 311°1sqm
(3,348°64 sq ft).
(66,139 Ib); maximum take-off weight 175, 000 kg (385,809 Ib).
Cruising speed 770 km/h (478-46 mph); take-off run 2,500 m (8,202 ft); landing run
1,550 m (5,085 ft); service ceiling 12,000 m (39,370 ft); maximum payload range, with
one hour’s fuel reserve, 6,200 km (3,345 n. miles); maximum fuel range 10,000 km
(5,396 n. miles).

Tupolev Tu-124
Aeroflot had a requirement for a transport with about half the capacity of
the Tu-104A and B but with better take-off and landing performance. To
meet this need Tupolev produced the Tu-124 which was virtually a three-
quarter scale version of the Tu-104, powered by two root-mounted 5,400 kg
(11,905 Ib) thrust Soloviev D-20P turbofans.
The prototype Tu-124 made its first flight in June 1960 and the type
entered service with Aeroflot on 2 October, 1962, over the Moscow—Tallin
route. The original configuration was for 44 passengers, but all aircraft now in
service have 56 seats. When the Tu-124 entered service, it was two and a half
years ahead of the first western short- to medium-range small transport to be
powered by turbofans.
Aeroflot’s MUTA Directorate was first to operate the Tu-124. The
North-Caucasia Directorate began Tu-124 operations in January 1963 from
its base airports at Mineralnyye Vody and Volgograd. The Tu-124 joined the
fleet of Aeroflot Byelorussia in 1965 and Georgia in 1966.

226
 Internationally, Tu-124s were phased into service from Moscow to cities in
Eastern Europe and Scandinavia, the first international route to be served
being Moscow—Warsaw on 1 April, 1964.
By mid-summer 1964, Tu-124 service within the Soviet Union had been
extended to twenty-four cities over a route network of 36,570 km. In the
summer of 1971, Tu-124s provided connections between a total of forty-two
cities and the network had grown to 127,640 km. In November 1969, Tu-124
domestic operations went beyond the boundaries of European Russia for the
first time when new services were inaugurated from Volgograd to Omsk and
from Mineralnyye Vody to Novosibirsk.

An Aeroflot Tupolev Tu-124 at Vilnius. Aeroflot’s Lithuania Directorate started Tu-124

operations from its home base at Vilnius in 1963.
The Moscow Transport Directorate of Aeroflot started replacing the
Tu-124 with Tu-134s in August 1967 on the Moscow—Murmansk route. The
Tu-124 was subsequently taken out of service by this directorate between
Moscow and Kazan, Stavropol and Sochi, and, in September 1967, the
International Directorate began replacing Tu-124s with Tu-134s.
Due to the continuing expansion of Tu-124 operations within the USSR, it
can be assumed that those aircraft phased out of service by Aeroflot’s
Moscow Transport and International Directorates were allocated to other
directorates.
A small number of Tu-124s were exported but the type was not well liked
and it is thought to have been built only in small numbers.

Tu-124 Span 25-55 m (83 ft 10 in); length 30-58 m (100 ft 4 in); wing area
119-37 sq m (1,284-88 sq ft).
Empty weight 22,900 kg (50,486 Ib); maximum payload 6,000 kg (13,227 Ib);
maximum take-off weight 37,500 kg (82,673 Ib).
Cruising speed 800-870 km/h (497-1-540-59 mph); take-off run 1,030 m (8:3:79: ft);
landing run 930 m (3,051 ft); service ceiling 11,700 m (38,385 ft); maximum payload
range, with one hour’s fuel reserve, 1,250 km (674 n. miles); maximum fuel range, with
3,000 kg (6,613 lb) payload and one hour’s fuel reserve, 2,100 km (1,133 n. miles).

22).
 @-.

Tupolev Tu-134
The Tupolev Tu-134 may well have been designed in an attempt to
overcome the defects in the Tu-124, and in fact the two prototype Tu-134s,
SSSR-45075 and 45076, were taken from the Tu-124 assembly line and
modified.
The Tu-134 had slightly increased span and overall length, its tailplane was
mounted on top of the vertical fin, and the two 6,800 kg (14,991 1b) thrust
Soloviev D-30 turbofans were mounted one each side of the rear fuselage.
The first prototype flew in December 1963 and standard configurations
were for 64-72 passengers.
After extensive flight testing over a period of four years, the Tu-134
entered regular service with Aeroflot’s Moscow Transport Directorate in
August 1967 between Moscow and Murmansk and with the International
Directorate on 12 September of that year between Moscow and Stockholm.
Aeroflot operated four daily Tu-134 flights from Moscow to Murmansk
throughout the winter of 1967-68, all aircraft providing accommodation for
70 passengers. In the summer of 1968, the Tu-134s were known to be
operating from Moscow to Kazan, Sochi and Stavropol, and Aeroflot’s
Northern Directorate began Tu-134 service in 1968 between Leningrad and
Murmansk, supplementing Tu-124 operations. Before November 1969, no
other Tu-134 operated domestic services are known to have been started. It
was then that the Tu-134 began a new service from Leningrad to Ulyanovsk
and Aeroflot’s Ukraine Directorate inaugurated Tu-134 operations between
Kiev and Sukhumi.
The Tu-134 initiated the withdrawal of Tu-124s from international service
in September 1967 when the Tu-134 operated its first international service
from Moscow to Stockholm. Expansion of Tu-134 operations followed to
Warsaw, Helsinki, Bucharest, Vienna, Ziirich and Belgrade in late 1967 or
early 1968. In May 1968, Aeroflot inaugurated new Tu-134 services from
Moscow to both Beirut and Rabat. Oslo was added to the network on 1 April,
1969. It was planned to replace Il-18 propeller-turbine airliners on routes
from Moscow to Dar-es-Salaam and to Mogadishu in April 1969 with Tu-134
jets, by adding a new point of call at Aswan in Egypt, but this has not yet
been realized. Aeroflot’s Northern Directorate replaced Tu-104s with Tu-134s
in November 1969 on international routes linking Leningrad with Stockholm,
Copenhagen, Amsterdam and London. Tu-134s of the Ukraine Directorate
began regular flying on routes from Kiev to Prague, Vienna and Budapest in
the summer of 1970.
Aeroflot appears to have taken delivery of considerable numbers of
Tu-134s by early 1971 and this enabled the airline to serve twenty-six cities in
the Soviet Union over a route network of 50,440 km in that summer. The
Aeroflot directorates of Latvia, Armenia, Azerbaydzhan, Volga and Moldavia
added Tu-134s to their fleets in the course of 1971, North-Caucasia and
Tyumen in 1972, and Byelorussia and Komi in 1973.
An improved version is the Tu-134A and numbers of both versions have
been exported to East European airlines. All new Tu-134s entering service are
the Tu-134A version with passenger accommodation for 72.

Tu-134 Span 29 m (95 ft 12 in); length 34-35 m (112 ft 84 in); wing area 127-3 sq m
(1,370-24 sq ft).

228
229
Seraens

ayy, puooss edAj0j01d asjodny,

NJ,
vel UT oY} pUNOIZEIO0J
Ukd eq uses syedjo ue UIYSsNAT]
gT-]] ‘pueUO 94} 1J2]
‘

AouojUy‘T[-UV
ue Jo [fe} oy}
Empty weight 24,100 kg (53,131 lb); maximum payload 7,700 kg (16,975 Ib);
maximum take-off weight 44,000 kg (97,003 Ib).
Cruising speed 850-880 km/h (528-17-546-81 mph); take-off run 1,000 m (3,280 ft);
landing run 900 m (2,952 ft); service ceiling 12,500 m (41,010 ft); maximum payload
range with one hour’s fuel reserve 2,400 km (1,295 n. miles).

The Tu-134A has a length of 37-1 m (121 ft 8} in), a maximum payload of 8,165 kg
(18,000 Ib) and a maximum take-off weight of 47,000 kg (103,617 Ib).

Tupolev Tu-154
An aircraft likely to prove one of the most important in the Aeroflot fleet
is the trijet Tupolev Tu-154. This type, with accommodation for up to 158
passengers, was designed to replace the large numbers of An-10s, II-18s and
Tu-104s, many of which have been in service for fifteen to eighteen years.
The requirement was for a high-capacity aircraft capable of high speed and
yet able to operate from second-class aerodromes.
In layout the Tu-154 is a low-wing monoplane with sweptback wing,
high-mounted tailplane and three rear-mounted turbofans — 9,500 kg
(20,943 Ib) thrust Kuznetsov NK-8-2s. Although very different to previous
Tupolev designs, the Tu-154 retains the streamlined trailing-edge housings for
the main undercarriage units which are six-wheel bogies.
The Tu-154 first flew on 4 October, 1969, and it is thought that
twenty-five prototype and pre-production aircraft were used in the test
programme.
The Moscow Transport Directorate of Aeroflot took delivery of its first
test Tu-154 in the autumn of 1970 and started scheduled cargo and mail
services in May 1971 over the route Moscow—Sverdlovsk—Novosibirsk—
Irkutsk—Khabarovsk, as well as between Moscow and Mineralnyye Vody,
Sochi and Simferopol. Scheduled passenger flights began on 9 February,
1972, over the Moscow—Mineralnyye Vody route, and the new aircraft began

TLCP-BS008
A »> a io) +t ee ae
(g crooner |
Ae

SSSR-85006, one of the pre-production batch of Tupolev Tu-154s, seen at Okecie

Airport, Warsaw.

230
The Tupolev Tu-154 is the Soviet equivalent of the Boeing 727-200. The Soviet aircraft
made its first flight in October 1968 and entered regular passenger service on 9 February,
1972. It has been reported that 600 are to be built for Aeroflot. (Aeroflot)

passenger service between Moscow and Sukhumi shortly after.

Plans released by Aeroflot in mid-1971 announced the introduction of
Tu-154s on international routes from Moscow to Berlin, Prague, Budapest,
Amsterdam, Brussels and Rome for the winter season 1971-72. Regular
service on international routes was, however, delayed until November 1972,
when Tu-154s began scheduled service between Moscow and Prague.
In the summer season of 1973, Tu-154s were operating 24 daily flights out
of Moscow. to Soviet destinations, ten to Sochi, five each to Sukhumi and
Mineralnyye Vody, three to Chelyabinsk and one to Omsk. The standard
seating arrangement on domestic services was 152.
On international routes at that time, Aeroflot’s International Directorate
ee was using Tu-154s from Moscow to Berlin, Prague, Budapest,

The Tupolev Tu-154 is built at a factory near Kurumotch Airport, Kuybyshev, and is
planned to go into nationwide service in large numbers.

231
Sofia, Amsterdam, Brussels, Geneva, Ziirich and Vienna. In addition, Athens,
Milan and Marseille became Aeroflot online cities in June 1973, served by
Tu-154s. On international routes, the seating capacity is 12 first class and 114;
economy class.
It is likely that an enlarged version, possibly for about 250 passengers, will
be developed as the Tu-154M.

Tu-154 Span 37-55 m (123 ft 24 in); length 47-9 m (157 ft 13 in); wing area
201-5 sq m (2,168-9 sq ft).
Equipped empty weight 41,700 kg (91,933 Ib); maximum payload 21,500 kg (47,399
Ib); normal take-off weight 80,000 kg (176,370 Ib).
Cruising speed 900 km/h (559-23 mph); take-off run 800 m (2,624 ft); landing run, with
reverse thrust, 600-700 m (1,968-2,296 ft); range, with 19,000 kg (41,888 Ib) payload
and reserves, 2,850 km (1,537 n. miles); maximum fuel range, with 6,000 kg (13,227 Ib)
payload 7,000 km (3,777 n. miles).

Yakovlev Yak-40
The Yak-40 is really in a class of its own, a small 24/32-passenger trijet
designed to operate from small rough aerodromes. It is perhaps not going too
far to regard it as the jet-powered DC-3. The Yak-40 is intended as a
replacement for a wide range of older Aeroflot aircraft operating on local
routes.
In layout the Yak-40 is a low-wing monoplane with unswept wing for good
low-speed handling, T-tail, retractable nosewheel undercarriage, and three
rear-mounted 1,500 kg (3,306 Ib) thrust Ivchenko AI-25 turbofans.
The prototype first flew on 21 October, 1966.
Aeroflot’s Moscow Directorate was first to inaugurate Yak-40 service, on
30 September, 1968, over the Moscow—Kostroma route, replacing Li-2s
hitherto used between the two points. Yak-40s brought the first jet service to
Moscow’s busy Bykovo Airport. In November 1968, Yak-40s began regular
service to Bryansk and subsequently to Yaroslavl, Gorkiy, Orel and
Voronezh. Throughout the summer of 1969, Yak-40s flew ad hoc services
from Moscow to Tambov, Lipetsk and Kursk, either supplementing or
replacing Il-14s, Li-2s or An-24s normally scheduled to serve these towns.
The Ukraine Directorate began regular Yak-40 services in September 1969
over the Kiev—Odessa—Izmail route. The Northern Directorate started
Yak-40 flights from Arkhangelsk to Kotlas and Naryan-Mar in 1969 and
maintained a daily service between Moscow and Vologda throughout the
winter of 1969-70. Aeroflot Kirghizia took delivery of Yak-40s in late 1969.
Introduction into regular service within the republic was reportedly delayed
because of several airports not having the necessary technical facilities to
handle jet aircraft.
In early 1971, plans were announced by Aeroflot for a remarkable
expansion of Yak-40 operations in all parts of the Soviet Union. The airliner
is intended to help improve communications between some of the larger
towns of Aeroflot’s network of local (MVL) services. Yak-40s were in service
with twenty-three directorates in 1973, providing regular service to over 200
points in all areas of the Soviet Union. It is reported that this type had carried
its ten millionth passenger by 18 April, 1973, and made over 550,000 flights
over a total distance of twenty-five million km. Yak-40s were scheduled to

2o2
The Yakovlev Yak-40 entered service in September 1968 and now operates local services
in all parts of the Soviet Union. Here three Yak-40s are seen standing in the snow while,
in the foreground, another takes off from the cleared runway. Two of the aircraft have
all-blue tails and two have white tails with blue rudder stripes. The airport is believed to
be Moscow-Bykovo. (Aeroflot)

serve 250 routes in the course of summer 1973, and from Moscow-Bykovo
Airport alone, twenty-three cities could be reached by Yak-40.
A stretched version of the Yak-40, for 34 passengers, is reported to have
entered Aeroflot service in 1973. More than 500 Yak-40s have been built.

Yak-40 Span 25 m (82 ft 0} in); length 20-19 m (66 ft 3 in); wing area 70 sq m
(753-47 sq ft).
Empty weight 9,010 kg (19,863 lb); maximum payload 2,720 kg (5,996 Ib); maximum
take-off weight 16,500 kg (36,376 Ib).
Cruising speed 550 km/h (341-75 mph); take-off run 550-800 m (1,805-2,625 ft);
landing run 500-600 m (1,640-1,970 ft); range, with 2,300 kg (5,070 Ib) payload and 45
min fuel reserve, 600 km (323 n. miles).

Mil Mi-4
The first Soviet helicopter to go into widescale service with Aeroflot was
the Mil Mi-1 which first flew, with the designation GM-1, in 1948. The Mi-1
was used for a wide range of duties but never went into scheduled service. It
is likely that most Mi-1s have now been withdrawn from use.
The Mi-1 was followed by the larger Mi-4 which is believed to have first
flown in August 1952. It was a ‘classic’ helicopter, of Sikorsky configuration,
with single 1,430/1,700 hp Shvetsov ASh-82V piston engine, single main
rotor and tail-mounted anti-torque rotor.
The Mi-4, with seats for up to 16 passengers, was put into largescale
production for military and civil use, and many have been exported. It was
the first Soviet helicopter to go into scheduled passenger service — between
Simferopol Central Airport and Yalta on 20 November, 1958. On 1 April,
1959, Mi-4 service was introduced between Adler Airport and Sochi and
services were opened to other points on the Black Sea coast.
Mi-4 services between Moscow heliport on the perimeter of the Central
(Frunze) Airport and Sheremetyevo Airport were inaugurated on 20 July,
1960, and on 1 November, that year, between Bykovo and Vnukovo Airports
and between those airports and Moscow. Subsequently service was extended
to Domodedovo Airport. It is believed that by the end of 1960 scheduled
helicopter operations were serving more than a hundred routes.

222
A standard Aeroflot Mil Mi-4P passenger helicopter at Vnukovo Airport, Moscow.
(British Airways) Z

The Mi-4 is also extensively used for air ambulance work; in connection
with prospecting for minerals; and for general transport duties and supply
missions in many parts of the USSR where settlements are difficult to reach.
It is known that Mi-4 helicopters are used in Arkhangelsk district for mail
flights to small villages in the river valleys and along the White Sea coast.
Apart from the Moscow Transport and International Directorates, all
Aeroflot directorates have at some time employed Mi-4 helicopters and many
continue to do so.

Mi-4 Rotor diameter 21 m (68 ft 11 in); fuselage length 16-79 m (5S ft 1 in).
Empty weight 4,860 kg (10,714 1b); normal payload 1,485 kg (3,273 1b); normal
take-off weight 7,250 kg (15,983 Ib).
Cruising speed 160 km/h (99-42 mph); eleven passengers and 200 kg (440 lb) of baggage
can be carried over a 500 km (269 n. miles) stage with 20 min fuel reserve.

Mil Mi-6 and Mi-10

The Mi-6 and Mi-10 were for several years the largest helicopters in service
anywhere. They are twin-turbine aircraft with large five-blade single main
rotor and four-blade tail-mounted anti-torque rotor.
The Mi-6 first flew in the autumn of 1957 and soon afterwards established
a number of international helicopter records. The fuselage provides a hold
length of 11-72 m (38 ft 54 in), a maximum interior width of 3-01 m (9 ft
105 in) and maximum interior height of 2-64 m (8 ft 8 in) — in one version
there can be seating for up to 100 passengers.
The engines, mounted above the fuselage, are two 5,500 hp Soloviev
D-25V shaft-turbines.
The Mi-6 can be operated as a pure helicopter or some of the lift can be
generated by stub wings. The maximum internal payload is 12,000 kg
(26,455 Ib) or it can carry a slung load of 9,000 kg (19,841 1b). Loading is via
rear clamshell doors.
This very large helicopter is in service with Aeroflot and with a number of
air forces, undertakes a wide range of duties including firefighting, but is not
known to have gone into scheduled service operation. The number produced
is not known.

234
 Developed from the Mi-6 was the Mi-10 which employs the same rotor,
engine and transmission systems but has a slimmer fuselage and completely
new, very tall, stalky undercarriage. The Mi-10 is mainly a crane helicopter
but the fuselage can provide seats for 28 passengers. Cargo loads can be slung
or carried on an open cargo platform which is attached to the undercarriage.
A refinement of the Mi-10 is the Mi-10K which has short undercarriage
legs and an under-nose rear-facing control cabin from which the helicopter
can be flown and the loading hoist operated.
Mi-10s and 10Ks are believed to be used mostly as cranes for construction
work while the Mi-6 works in conjunction with large-capacity cargo aircraft
such as the An-12.

For several years the Mil Mi-6 was the world’s biggest helicopter. It is used for a wide
range of duties and can be flown with or without the fixed wing. (Bristol Siddeley)

Mi-6 Rotor diameter 35 m (114 ft 10 in); fuselage length 33-18 m (108 ft 104
in). Span of fixed wing 15-3 m (50 ft 24 in).
Empty weight 27,240 kg (60,054 Ib); maximum internal payload 12,000 kg (26,455 Ib);
maximum slung load 9,000 kg (19,841 lb); normal take-off weight 40,500 kg
(89,287 Ib).
Maximum cruising speed 250 km/h (155-34 mph); maximum weight range with
maximum payload, main tanks only and 5S per cent fuel reserve, 200 km (108 n. miles).

Mi-10 Rotor diameter 35 m (114 ft 10 in); fuselage length 32-86 m

(107 ft 94 in).
Empty weight 27,000 kg (59,525 lb); maximum payload on cargo platform 15,000 kg
(33,069 Ib); maximum slung payload 8,000 kg (17,637 lb); normal vertical take-off
weight 43,450 kg (95,791 Ib). : ,
Cruising speed 180 km/h (111-85 mph); range at normal take-off weight with maximum
payload about 30 km (16 n. miles); range at normal take-off weight with 12,000 kg
(26,455 lb) payload 250 km (135 n. miles).

239
 ®
UO
Snq

jeas-7E

B
BUIAIIVS

OTIYM

“YIM

JIOdITy

UOpUOT

je
1
YS

UOTeIsSUO

&
dYeUI

0}
JnNOQe

Ia}doorfey

IT

OT
Aavay

V (pnoajg
TA
TA popusds
‘utI0j;}e
uyor)

236
Zou
OULL TIA Q-IUl S}I OUIQIN}-UIM}
WIOF ISITZ MOTIur Joquiaydas
Z9GT 4Nq11 PIP JOU 10}U9 JOTJOIOWdOlAJas[HUN 96]*L OUT,A}odST MOU
Suroejdas
Auew
Jo ou} AjJop{e ‘Sp-IIN uYyOf) (pnodg§
 Mil Mi-8
The Mil Design Bureau, apart from building the Mi-6 and Mi-10 turbine-
powered helicopters, undertook development of smaller turbine helicopters.
First the Mi-1 was transformed into the far superior Mi-2, although it is not
apparently in largescale use in the USSR and is, in fact, in production only in
Poland. Then the widely used Mi-4 was developed into the twin-turbine Mi-8,
as a 28/32-passenger replacement for the older type.
The Mi-8 is orthodox in layout, with two 1,200/1,500 hp Izotov TV-2
shaft-turbines above the cabin, single five-blade main rotor and three-blade
tail-mounted anti-torque rotor. The undercarriage comprises two main units
with single wheels and a twin-wheel nose unit.
The first prototype Mi-8 was powered by a single turbine and was first
seen in 1961. The twin-turbine version flew in September 1962 but did not
go into Aeroflot service until 1967.
First known regular Mi-8 operation was that between Baku and
Neftyannye Kamni in Azerbaydzhan in 1967. The type is progressively taking
over from the Mi-4, and is at present known to be used on local (MVL)
services from Simferopol Central Airport, Krasnodar, and Adler Airport,
Sochi, and on inter-airport services in Moscow.

Mi-8 Rotor diameter 21:29 m (69 ft 10} in); fuselage length 18-31 m (60 ft 1 in).
Empty weight (passenger version) 7,417 kg (16,351 lb); maximum payload 4,000 kg
(8,818 Ib); normal take-off weight 11,100 kg (24,471 Ib).
Cruising speed 200 km/h (124-27 mph); range, with 28 passengers, 560 kg (1,234 Ib) of
cargo and 30 min fuel reserve, 360 km (194 n. miles).

Kamov Ka-26
The Kamov helicopters are of different configuration to those of Mil
design. They have co-axial rotors and no anti-torque rotors.
Aeroflot has for nearly twenty years employed numbers of small two-seat
Ka-15Ms and the 3/4-seat Ka-18. These types have undertaken a wide range
of duties and are known to have been used by the Moldavia and Ukraine

&

A Kamov Ka-15M twin-coaxial helicopter on ship patrol work.

238
One of the multi-purpose Kamov Ka-26 helicopters, seen here with passenger cabin
attached.
Directorates of Aeroflot.
The latest Kamov helicopter to have been adopted in quantity is the rather
unusual Ka-26. This is a real multi-purpose vehicle, with a basic structure
comprising crew cabin, engines, transmission, rotors, tail unit and under-
carriage. To this can be attached specialized equipment for agricultural and
other work. The Ka-26 can be fitted with a six-seat passenger cabin, a cargo
platform, agricultural spraybars or dry chemical hopper, a winch and hook
for cargo or rescue, and it can be fitted out for the carriage of two stretchers
for ambulance work.
The engines are two 275 hp Ivchenko AI-14VF air-cooled radials.
Flight trials began in 1965 but it is not known when the Ka-26 entered
service with Aeroflot.

Ka-26 Rotor diameter 13 m (42 ft 73 in); fuselage length 7-75 m (25 ft 5 in).
Operating empty weight 1,950-2,160 kg (4,299-4,762 Ib); payload 595-900 kg
(1,311-1,984 lb); maximum take-off weight 3,160 kg (6,966 Ib).
Cruising speed 100 km/h (62:13 mph); maximum range up to 1,200 km (647 n. miles).

Aeroflot has been set the task of carrying 500 million passengers and eleven
million tons of freight during the course of the 1971-75 Five-Year Plan. To
handle this volume of traffic, Aeroflot must increase its capacity and
intensify its operations. Tu-134s, Tu-154s, Il-62s, Yak-40s and other types
will play a significant rdle but during this period a number of new aircraft can
be expected to enter service.
Three of the new types have been flying for some time and some details
have been announced oftwo others.
The first of these to become known was the Tupolev Tu-144 supersonic
transport, then there appeared the truly vast Mil V-12 (Mi-12) helicopter and
the four-jet Ilyushin Il-76 cargo aircraft. Yet to be completed are the Ilyushin

299
 nro re

The prototype Tupolev Tu-144 supersonic transport over Sheremetyevo Airport,

Moscow, on 21 May, 1969. In the foreground is an Antonov An-12. (United Press
International (UK) Ltd)

Il-86, which has already gone through a number of major design changes, and
the Yakovlev Yak-42.

Tupolev Tu-144
The Tu-144 is roughly the equivalent of the Anglo-French Concorde and
superficially resembles it. First details of the Tu-144 were revealed in 1965
and the prototype made its first flight on 31 December, 1968, beating the
Concorde by some months as the first supersonic transport to take to the air.
The Tu-144 is a large delta-winged aircraft with long slender fuselage and
four turbofans. Initially the four Kuznetsov NK-144 turbofans were grouped
closely side by side beneath the fuselage and wing roots, but later these were
separated into pairs as on the Concorde. Numerous other major modifications
were made including changes to the wing shape, fuselage, dimensions,

240
The Tupolev Tu-144 supersonic transport is being assembled at a factory near Voronezh
Airport in Central Russia.

A production or pre-production Tupolev Tu-144 (SSSR-77102) with its nose section in

the lowered position.

241
undercarriage, and the fitting of retractable ‘moustaches’, or foreplanes, just
aft of the flight deck. As with the Concorde, the extreme nose section can be
drooped to improve the pilot’s view during take-off and landing.
By mid-1973 several prototype and pre-production aircraft had been
completed and it was one of the latter that broke up in flight during a
demonstration at the Paris Aero Show in June that year. At the time of
writing it is not known why the Tu-144 broke up. By April 1974 six aircraft
had been completed and four were engaged in flight development trials. The
trials included the operation of mail services between Moscow and Vladivostok.
During the Hanover Air Show Aviaexport stated that the Tu-144 should enter
regular service late in 1975.
It is reported that Aeroflot will have an initial fleet of thirty, and maximum
seating is likely to be 140.

Tu-144 Span 28-8 m (94 ft 6 in); length 65-7 m (215 ft 6 in).

Take-off weight 180,000 kg (396,830 Ib).
Cruising speed 2,300-2,500 km/h (1,430-1,553 mph); cruising altitude 16,000-18,000 m
(52,500-59,000 ft); maximum range 6,500 km (3,507 n. miles).

A modified version of the Tupolev Tu-144 in flight over Central Russia. This is possibly
the second production or pre-production aircraft. It crashed at the 1973 Paris Aero
Show.

Ilyushin II-76
A prototype II-76 was first seen in the West at the 1971 Paris Aero Show.
It is quite a large high-wing cargo monoplane powered by four pod-mounted
turbofans. It has a high-mounted tailplane and a fully-retractable nosewheel
undercarriage — the main units each consisting of eight wheels which are
housed in blister fairings on the sides of the fuselage.
The aircraft is designed to carry heavy loads from rough-surfaced small
aerodromes. Loading is via a rear under-fuselage ramp. Ps
The []-76 is reported to have flown for the first time on 25 March, 1971, -
to be powered by 12,000 kg (26,455 Ib) thrust Soloviev D-30KP turbofans,
and have a payload of 40,000 kg (88,185 Ib).

Il-76 Span 50:5 m (165 ft 8} in); length 46-59 m (152 ft 104 in).
Take-off weight 157,000 kg (346,125 Ib).
Cruising speed 850 km/h (528-17 mph); maximum range 5,000 km (2,700 n. miles).

242
243
RR

eS
Sse

paqiioseq
Aq JOTJOIaW
SB AIOA, ,Sursturoid
st oyy ulysnAT]
9/-[] poromod-jof
o9re9 oqin} “rodsuen
yorym opewsy ysiy oyqnd
souvreodde
peoige
18 OU} 1L6T SuedMV “MOUS (Jopfosay)
This view shows very clearly the layout of the Ilyushin I-76, with its high wing, podded
engines, T-tail and blister-housed undercarriage.

Ilyushin II-86
The [I-86 is a large capacity passenger aircraft designed for Aeroflot’s
domestic services. When the first news of this aircraft was released, it
appeared to be a developed [l-62 with rear-mounted engines, but more
recently it has been learned that major redesign has taken place and the
configuration now is of orthodox layout with sweptback wing, single fin and
rudder, low-position tailplane, and four podded engines slung from the wing.
The [1-86 will have a two-deck wide-body fuselage with passenger accom-
modation on the upper deck, and galley, baggage and cargo on the lower
deck. Seating will be nine-abreast with triple seats and two aisles. Maximum
capacity is reported to be 350 passengers, and passengers will enter via the
lower deck, deposit their baggage and climb an internal stairway to the upper
deck.
The engines are reported to be four 12,000 kg (26,455 lb) thrust Soloviev
D-30KP turbofans, and the aircraft is expected to make its first flight in
L376

Ii-86* Span 48-33 m (158 ft 63 in); length 58-5 m (191 ft 11 in); wing area 320 sq m
(3,444 sq ft).
Maximum payload 40,000 kg (88,185 lb); maximum take-off weight 188,000 kg
(414,470 lb).
Cruising speed 560-590 km/h (348-366 mph); maximum payload range 2,350 km (1,270
n. miles).

* Provisional figures.

Mil V-12 (Mi-12)

The biggest helicopter so far produced is the Mil V-12 (Mi-12), which was
first seen outside the Soviet Union in 1971. This vast aircraft has four paired
6,500 hp Soloviey D-25VF turbines and each pair drives a five-blade rotor of
the type used on the Mi-6 and Mi-10.
The fuselage is of large dimensions, accommodates the crew at two levels,
and has rear loading doors. The engine and rotor installations are at the tips
of inversely tapered wings which are braced to the main undercarriage units.
There is a single fin and rudder and a dihedral tailplane with end-plate fins.
244
The truly enormous Mil V-12 (Mi-12) helicopter has two 35 m (114 ft 10 in) diameter
rotors and is powered by four 6,500 hp Soloviev D-25 turbines. (Aeroflot)

The Mil V-12 (Mi-12) helicopter a Le Bourget Airport, Paris, in June 1971. The V-12
has a payload of about 40 tons. (John Stroud)

245
 The Mi-12 may have been designed to work in conjunction with the [I-76
and it has a similar payload. There is, in 1974, no evidence that the Mi-12 has
entered regular service with Aeroflot.

Mi-12 Rotor diameter 35 m (114 ft 10 in); overall width (rotors running) 67 m

(219 ft 10 in); fuselage length 37 m (121 ft 42 in).
Normal maximum payload 35,380 kg (78,000 Ib); normal take-off weight 97,000 kg
(213,848 Ib); maximum take-off weight 105,000 kg (231,485 Ib).
Cruising speed 240 km/h (149 mph); maximum payload range 510 km (275 n. miles).

Yakovlev Yak-42
In July 1973, some details were released about a new passenger aircraft
designed by the Yakovlev Bureau. The Yak-42 is a jet transport powered by
three high-bypass-ratio Lotarev turbofans each of 14,000 1b thrust. The
maximum take-off weight will be about 110,0001b and range 1,760 km
(1,100 n. miles) with a maximum payload of 31,000 lb. Capable of carrying
up to 120 passengers, the Yak-42 may be used on trans-Siberia routes where
traffic is building up rapidly and capacity is needed between the big cities
independently of that provided on transit flights.

246
TABLE 1 INTER-URBAN PASSENGER
TRAFFIC IN THE USSR
(Percentage by Modes)

1950 91.1 1.9 3.38 1.6 1.6

1955 89.1 ALS 2.9 $152) 253
1960 oS S} 9.9 2.6 0.8 eek
1965 66.8 1303 Dah OST. 17,20
1969 60.8 aie S} 428 0.5 22.6

TABLE 2 COMPARISON OF LONG

DISTANCE TRAVEL: RAIL v AIR

Distance Passengers by Air Principal

(km) (thousands ) Aircraft 1970

From Moscow August 1969 |August 1970

to:

Alma Ata P35 107 12.0%) 14.1 (72.3%)

Ashkhabad 8.4 (85.7%) (85.3%)
Baku 25.2 (54.1%) (67 .0%)
Irkutsk n/a (67.5%)
Khabarovsk 22.9 (87.7%) (89.9%)
Novosibirsk n/a (61.3%)

Simferopol 1,240 |88.9 (50.8%) (50.1%)

Sochi 1,430 7109.0 (54.1%) (60.4%)
Sverdlovsk n/a (57.5%)

Tashkent 23.6 (57.8%) (57.5%)

Tbilisi 1,800 | 37.9 (78.0%) n/a

Yerevan 26.4 (81.0%) n/a

Note : Percentage figures in brackets indicate air transport

share of total traffic

n/a = not available

247
TABLE 3 JOURNEY TIMES
(From Moscow to Selected Cities)
Summer 1949 Spring 1959 Summer 1969
Destination hr min hr min hr min

Aktyubinsk
Alma Ata
Anadyr
Arkhangelsk
Ashkhabad
Baku
Chelyabinsk
Chita weevevw
Donetsk
Dushanbe
Frunze
Groznyy
Irkutsk
Izhevsk
Kaliningrad
Karaganda Rp
1RRP RRA
ARR
Veeveuevovnr
Kazan
Khabarovsk = ll
Cl
ty
Wr
RR
Ol-
~WwUO
et

Kharkov
Kiev
Kishinev
Krasnodar
Krasnoyarsk
Kuybyshev
Leningrad
Lvov
Magadan to
»
Minsk
Min'Vody
Murmansk
Norilsk =
Novosibirsk
Odessa
Omsk
Riga
Rostov
Saratov
Simferopol
Sochi
Sverdlovsk
Syktyvkar
Tallin
Tashkent
Thilisi
Vilnius
Vladivostok =
Volgograd
Yakutsk to
Yerevan CFWORP
ET
AHDNVOFLVNVWEALNYNONRP
FWHDONDNWNUNYO
FW
FWD
LUUIEF
ND
NNW

Number of stops are shown in brackets e piston-engined

Night stops : Ni=Aktyubinsk N2=Irkutsk N3=Novosibirsk

248
TABLE 4 ALL-UNION SERVICES OF
AEROFLOT DIRECTORATES
(Length of Route Networks in km)

Armenia 25,250
Azerbaydzhan 38, 350
Byelorussia 36,850
Estonia 11,170
Georgia 43,040
Kazakhstan 72,235
Kirghizia 32,520
Latvia 37,545
Lithuania 15,005
Moldavia 20,955
Tadzhikistan 34,240
Turkmenistan 32,150
Ukraine 66,670
Uzbekistan 69,920

Russian Federation Directorates - 1969

Eastern Siberia 27,190 North 102, 300
Far East 65,340 North-Caucasia 61,255
Komi 18,610 Tyumen 9,060
Krasnoyarsk 50,230 Ural 62,650
Magadan 7,270 Volga 81,375
Moscow 36,905 Western Siberia 44,240
Moscow Transport 72,750 Yakutia 9,280

249
TABLE 5
HOLIDAY SERVICES
(Number of USSR cities directly linked
with gateway airports to the Black Sea/
Caucasus region)
1949 1959 1969 1972

Krasnodar 15 25 4g 68
Min'Vody 28 38 88 106
Odessa 6 24 39 44

Simferopol 23 24 75 89

Sochi 28 38 TH 82

TABLE 6 EARLY IMPACT OF JET AND

PROPELLER-TURBINE AIRCRAFT
ON PASSENGER TRAFFIC
From Moscow Year Originating Principal
to: Passengers Aircraft

Leningrad 12,800 I1-14

119,600 Tu-104
Simferopol 10,200 Lint2 ait
55,400 An-10, Tu-104

Sochi 12,900 I1-14

104 , 500 An-10, 11-18

Originating Passenger Traffic

From:

Leningrad 92,000
442,000

Moscow 520,000
1,375,000
Novosibirsk 51,000
209,000
Sochi 86,000
410,000

250
TABLE 7 ALL-UNION SERVICES FROM
GORKIY
(Summer 1969)
From Gorkiy to: Frequency Aircraft Seats Directorate
Penza-Volgograd-Anapa daily Volga
Astrakhan-Baku per week Azerbaydzhan
Ufa-Beloretsk daily Volga
Chelyabinsk per week Ural
Ufa-Chelyabinsk daily Volga
Saratov-Stavropol-Krasnodar daily North-Caucasia
Kharkov-Kishinev per week Moldavia
Krasnoyarsk per week Krasnoyarsk
Tambov-Kursk per week Moscow
Kuybyshev per week Volga
Leningrad per week North
per week Ural
per week Krasnoyarsk
per week Volga
Minsk per week
WWWUOWWWW Byelorussia
Min'Vody daily North-Caucasia
Moscow-Bykovo daily Volga
per week Tyumen
-Domodedovo daily Volga
-Vnukovo 2 daily Moscow Transport
daily Volga
Sverdlovsk-Novosibirsk per week Byelorussia
Sverdlovsk-Omsk-Novosibirsk per week Latvia
Kazan-Izhevsk-Perm daily Volga
Riga per week Latvia
Voronezh-Rostov daily North-Caucasia
Syktyvkar-Salekhard per week Tyumen
Donetsk-Simferopol per week Komi
Kharkov-Simferopol daily Volga
Krasnodar-Sochi per week Komi
Penza-Rostov-Sochi daily Volga
Cheboksary-Sverdlovsk per week Volga
Toshkar 'Ola-Sverdlovsk per week Volga
Sverdlovsk per week Lithuania
Volgograd-Tbilisi daily Georgia
Ufa daily North
Krasnoyarsk-Khabarovsk-
Vladivostok per week North
Vilnius per week Lithuania
Volgograd daily North-Caucasia
Syktyvkar-Vorkuta per week Komi
Penza-Voronezh per week Moscow
Rostov-Yerevan per week Armenia

251
TABLE 8 ALL-UNION AND
INTERNATIONAL SERVICES
FROM IRKUTSK
(Summer 1971)
From Irkutsk to: Frequency Aircraft Seats Directorate

Chita-Takhtamygda-Aldan 2 daily Yakutia

Chita-Takhtamygda-Chulman-
Aldan daily Yakutia
Novosibirsk-Alma Ata per week Far East
Chita 4 daily Eastern Siberia
Khabarovsk daily Far East, North
daily Ukraine
daily Far East
daily Far East
Chita-Takhtamygda-Blagov-
eshchensk-Khabarovsk daily Far East
Barnaul-Kiev per week Ukraine
Tselinograd-Kiev per week Ukraine
Krasnoyarsk daily Krasnoyarsk
Novosibirsk-Kuybyshev daily Far East
Kemerovo-Perm-Leningrad per week North
Novokuznet sk-Tyumen-Leningrad per week North
Tomsk-Leningrad per week North
Novosibirsk-Chelyabinsk/
Sverdlovsk-Leningrad daily Eastern Siberia
Kirensk-Vitim-Lensk daily Eastern Siberia
Omsk-~Chelyabinsk-Min'Vody per week Far East
Mirnyy daily Eastern Siberia
Ust 'Kut-Mirnyy daily Yakutia
Novosibirsk-Omsk/Chelyabinsk-
Moscow daily Eastern Siberia
Chelyabinsk-Moscow daily Eastern Siberia
Omsk-Moscow daily Eastern Siberia
daily Eastern Siberia
Novosibirsk daily Eastern Siberia
daily Western Siberia
Peking 1 per week CAAC
1 per week International
Pyongyang 1 per week International
Omsk-Ulyanovsk-Simferopol daily Eastern Siberia
Novosibirsk-Chelyabinsk-
Min'Vody-Simferopol daily Eastern Siberia
Krasnoyarsk-Volgograd-Sochi daily Krasnoyarsk
Omsk-Sverdlovsk daily Far East
Novosibirsk-Sverdlovsk 2 daily Far East
Novosibirsk-Tashkent daily Far East
Novosibirsk-Alma Ata-
Tashkent daily Far East
Ulan Bator 2 per week Air Mongol
2 per week International
Ulan-Ude daily East
Khabarovsk-Vladivostok 2 daily Far East,
Western Siberia
Yakut sk daily Eastern Siberia
Kirensk-Lensk-Olekminsk-
Yakut sk daily Yakutia

22
TABLE 9 ALL-UNION SERVICES FROM
KISHINEV
To: Frequency Aircraft Seats
Summer 1949

Kiev-Moscow daily jbiat 312) (sy)

Kiev-Minsk-Leningrad daily Li-2 (G5)
Odessa daily Li-2 (5)

Summer 1959

Kiev-Minsk-Leningrad 4 per week Li-2 (21)

Lvov 3 per week Li-2 (21)
Kiev-Minsk 3 per week Li-2 (21)
Odessa-Simferopol-Krasnodar-
Min'Vody 4 per week Lia] (21)
Kiev-—Moscow 2 daily Tet a 2'4))
Odessa 6 per week Li-2 (at)
Odessa-Simferopol-Krasnodar-
Sochi 4 per week ie (21)
Kiev-Minsk-Vilnius 3 per week Lail—2 (Qn)

Summer 1969

Leningrad-Arkhangelsk 2 per week An-10 (110)

Kharkov-Gorkiy 3 per week An-10 (110)
Kiev daily An-24 (50)
Beltsy-Kiev 6 per week ibentA (32),
Kiev-Vilnius-Kaliningrad daily An-24 (50)
Leningrad 4 per week Nae=il@) (Lak)
Minsk 4 per week An-10 (110)
Min'Vody 4 per week An-10 (110)
Moscow 3 daily An—10) 8((110)
Odessa 4 daily rid (32)
Lvov-Riga 4 per week TBA tOO))
Simferopol daily An-10 (110)
Sochi 4 per week An-10 (110)
Simferopol-Sukhumi daily An-24 (50)
Donetsk-Kuybyshev-Sverdlovsk 4 per week An=J0) (tO)
Rostov-Volgograd 3 per week An-10 (110)
Leningrad-Vorkuta 2 per week An-10 (110)
Dnepropetrovsk-Voronezh daily An-24 (50)
Zaporozhye-Voroshilovgrad daily An-24 (50)

TABLE 10, EROFLOT NORTHERN

DIRECTORATE
(Development of Originating Traffic)
Passengers Mail/Cargo
(metric tons)

1965 2,400,000 74,100

1966 2,700,000 81,800

1967 3,200,000 89,600

1968 3,500,000 95,400

1969 4,100,000 98,500

1970 4,500,000 102,500

Zo
TABLE 11 TRAVEL BETWEEN LENINGRAD
AND MAJOR CITIES IN 1969

Sa
Alma Ata
ed Ea
Tratfie

67 ,300
Traffic

78,500
Time Aircraft

Irkutsk 80, 300 126,700

Khabarovsk 56,000 98,500

Kiev 143, 300 177 ,500

Krasnodar 83,400 101,900

Krasnoyarsk 82,300 104, 300

Min'Vody 97 , 400 111,900

Moscow n/a 217,600

Murmansk n/a 200,000°

Novosibirsk 72,100 118,500

Odessa 83,500 90,600

Simferopol 113,900 118,000

Sochi 125,800 129,100

Sverdlovsk 77,400 107

,400

Tashkent 119,100 159,200

Tbilisi 76,000 81,800

n/a = not available © estimated

254
TABLE 12 LOCAL (MVL) OPERATIONS
FROM LENINGRAD
(Summer 1970)
To: Shosseiny Airport Smolny Airport
Andronovskoye 2 daily An-2
Arkhangelsk 3 per week An-10
2 daily An-24
3 daily 11-18
Boksitogorsk 2 daily An-2
Borovichi daily An-2
Cherepovets danly |ii=o44
Demyansk 2 daily An-2
Kargopol 4 per week An-2
Kirovsk 3 daily An-24
Kotlas daily An-24
Lestovo daily An-2
Maryevo 2 daily An-2
Murmansk 5 daily Tu-124
7 daily Tu-134
Narva daily 11-14
Nikolsk daily T1-14
Novgorod 4 per week An-24 3 daily An-2
Ostashkov daily An-2
Petrozavodsk 2 daily An-24
Podporozhye daily An-2
Pskov daily An-24
Sortavala 3 per week An-2
Staraya Russka daily An-2
Tikhvin 2 daily An-2
Ust 'Nuzhno daily An-2
Vologda daily T1-14
daily Yak-40
Voznesenye 4 daily An-2
Vytegra 2 daily 11-14 2 daily An-2
Zarubino daily An-2

TABLE 13 DOMESTIC SERVICES IN

LITHUANIA
(Summer 1962)

From Kaunas to:

Klaipeda 5 daily Li-2
Shyaulyai 4 daily An-2
Vilnius 6 daily An-2, 11-14, Li-2

From Vilnius to:

Alitus daily An-2
Birshtonas daily An-2
Birzhai 2 daily An-2
Druskininkai daily An-2
Kaunas 6 daily An-2, 11-14, Li-2
Klaipeda 5 daily 11-14, Li-2
Kupishkis 2 daily An-2
Rokishkis 2 daily An-2
Shyaulyai daily An-2

Details of later operations not available

259
TABLE 14
WEEKLY DEPARTURES FROM
MOSCOW
(Only All-Union Services)

Summer 1949 1957 1962 1969

Antonov An-10 - - 133 300

Antonov An-24 - - - Bo

Ilyushin I1-12 4o 168 a4 -

Ilyushin 11-14 = 336 334 98

Ilyushin 11-18% 98 = = S
Ilyushin 11-18* x = 149 719
Ilyushin 11-62 a 2 = 7
Lisunov Li-2 679 254 91 21

Tupolev Tu-104 = 19 372 322

Tupolev Tu-114 = - @ 35

Tupolev Tu-124 = = = 154

Tupolev Tu-134 = = e 56

Yakovlev Yak-16 21 = = 3

Yakovlev Yak-40 - - - 14

Note yy Piston-engined * Propeller-Turbine

256
TABLE 15 TRAFFIC OVER THE MOSCOW-
KAZAN SECTOR IN 1957
Frequency Aircraft Moscow Final Destination
Vnukovo Bykovo
depart depart

daily Yuzhno-Sakhalinsk
daily Novosibirsk
daily Novosibirsk
daily Magadan
daily Peking
daily Ufa
Ls il Peking
daily Magadan
daily Vladivostok
daily Chkalov (Orenburg)
daily i Sverdlovsk
Ulan-Bator
daily Sverdlovsk
daily Khabarovsk
daily pes :
daily oms
daily Alma Ata
daily Sverdlovsk
daily Chelyabinsk
daily i Chelyabinsk
dail
Bik c Sverdlovsk
daily Perm
daily Novosibirsk
daily para
daily
daily ex 5 Pyongyang
daily Rea
dail
alle Krasnoyarsk
daily Vladivostok
daily Kemerovo/Barnaul
daily Khabarovsk
daily Novosibirsk
daily Ust 'Kamenogorsk
i
daily Tomsk J
daily Chelyabinsk

Note : CG - Cargo Service

G - Service operated via Gorkiy

Days of Operation : 1=Monday 2=Tuesday 3=Wednesday 4=Thursday

5=Friday 6=Saturday 7=Sunday

Mey)
 TABLE 16 ALL-UNION SERVICES FROM
MOSCOW
(Effective 1 July, 1949)
Airport Route Aircraft Frequency

Lyubertsy Sverdlovsk-Kustanai-Karaganda-Alma Ata ets daily

Bykovo Leningrad-Arkhangelsk Tae 10 per month
Lyubertsy Astrakhan-Baku-Ashkhabad m4 even dates
Lyubertsy Stalingrad-Makhachkala-~Baku-Ashkhabad Lae 10 per month
Lyubertsy Voronezh-Stalingrad-Astrakhan Lee odd dates
Lyubertsy Astrakhan-Baku ea V2 daily
Lyubertsy Stalingrad-Makhachkala-Baku a2 daily
Bykovo Kazan-Chelyabinsk Li-2 daily
Bykovo Kazan-Ufa-Chelyabinsk ae daily
Lyubertsy Kazan-Sverdlovsk-Omsk-Novosibirsk-
Krasnoyarsk-Irkutsk-Ulan-Ude-Chita 5 per month
Ostafyevo Kharkov-Dnepropetrovsk daily
Lyubertsy Penza-Uralsk-Aktyubinsk-Dzhusaly-
Turkestan-Frunze odd dates
Lyubertsy Voronezh-Stalingrad-Astrakhan-Guriev 4 per month
Vnukovo Sverdlovsk-Novosibirsk-Krasnoyarsk-Irkutsk daily
Lyubertsy Kazan-Sverdlovsk-Omsk-Novosibirsk-
Krasnoyarsk-Irkutsk 10 per month
Bykovo Ivanovo odd dates
Vnukovo Riga-Kaliningrad 1 per week
Lyubertsy Kazan-Chelyabinsk-Kustanai-Karaganda even dates
Bykovo Gorkiy-Kazan daily
Lyubertsy Kazan-Sverdlovsk-Omsk-Novosibirsk-
Kemerovo 10 per month
Vnukovo Sverdlovsk-Novosibirsk-Krasnoyarsk-Chita-
Tygda-Khabarovsk daily
Vnukovo Sverdlovsk-Novosibirsk-Krasnoyarsk-
Irkutsk-Tygda-Khabarovsk daily
Vnukovo Kharkov daily
Vnukovo Kursk-Kharkov daily
Vnukovo Kiev daily
"
2 daily
Vnukovo Kiev-Kishinev 2 daily
Vnukovo Kharkov-Rostov-Krasnodar daily
Ostafyevo Voronezh-Rostov-Krasnodar daily
Vnukovo Sverdlovsk-Omsk-Krasnoyarsk daily
Lyubertsy Kazan-Sverdlovsk-Omsk-Novosibirsk-
Krasnoyarsk odd dates
Vnukovo Stalino-Kutaisi daily
Lyubertsy Gorkiy-Kuybyshev daily
Lyubertsy Penza-Uralsk-Aktyubinsk-Dzhusaly-
Tashkent-Leninabad 21 per month
Vnukovo Leningrad 3 daily
Vnukovo Kiev-Lvov even dates

e piston-engined

258
 Airport Route Aircraft Frequency
Vnukovo Minsk Li-2 daily
Vnukovo Min'Vody r1-18° daily
Bykovo Stalingrad-Min'Vody Li-2 daily
Bykovo Voronezh-Stalingrad-Min'Vody Li-2 daily
Bykovo Kazan-Izhevsk-Molotov (Perm) Li-2 daily
Bykovo Gorkiy-Molotov (Perm) Li-2 odd dates
Vnukovo Sverdlovsk-Novosibirsk TeiLeariahe daily
Lyubertsy Kazan-Sverdlovsk-Omsk-Novosibirsk Li-2 daily
Vnukovo Kiev-Odessa Li-2 daily
Vnukovo Kiev-Odessa I1-12 odd dates
Lyubertsy Arzamas-Yanaul-Kurgan-Omsk Li-2 10 per month
Vnukovo Leningrad-Petrozavodsk Li-2 6 per month
Vnukovo Riga Li-2 daily
Vnukovo Velikiye-Luki-Riga Li-2 daily
Vnukovo Voronezh-Rostov Li-2 daily
Ostafyevo Kharkov-Rostov Li-2 daily
Bykovo Kharkov-Simferopol Yak-16 daily
Bykovo Zaporozhye-Simferopol Yak-16 daily
Bykovo Voronezh-Dnepropetrovsk-Simferopol Li-2 daily
Vnukovo Sochi Ti=48* daily
Lyubertsy Penza-Uralsk-Aktyubinsk-Dzhusaly-
Tashkent-Stalinabad Li-2 daily
‘ Lyubertsy Voronezh-Stalingrad Li-2 2 daily
Bykovo Kharkov-Stalino Yak-16 daily
Bykovo Voronezh-Kharkov-Stalino Li-2 daily
Vnukovo Stalino-Sukhumi Li-2 daily
Bykovo Kazan-Sverdlovsk Li-2 daily
Lyubertsy Kazan-Sverdlovsk Li-2 daily
Bykovo Gorkiy-Syktyvkar Li-2 5 per month
Vnukovo Leningrad-Tallin Li-2 daily
Lyubertsy Aktyubinsk-Tashkent ikea daily
Lyubertsy Kuybyshev-Aktyubinsk-Dzhusaly-Tashkent Li-2 3 daily
Vnukovo Sukhumi-Tbilisi fated Ow daily
Vnukovo Kharkov-Sukhumi-Kutaisi-Tbilisi- Li-2 daily
Bykovo Gorkiy-Syktyvkar-Ukhta Li-2 10 per month
Vnukovo Vilnius Li-2 daily
Vnukovo Sverdlovsk-Omsk-Krasnoyarsk-Irkutsk-
Tygda-Khabarovsk-Vladivostok Tilak daily
Bykovo Voronezh lO) daily
Ostafyevo Kharkov-Voroshilovgrad wie2 odd dates
Vnukovo Sverdlovsk-Novosibirsk-Kirensk-Yakutsk ido 10 per month
Vnukovo Rostov-Sukhumi-Yerevan bine daily
Ostafyevo Kharkov-Zaporozhye ibaloP daily

e piston-engined

209
TABLE 17 SERVICES FROM MOSCOW
BYKOVO AIRPORT
(Summer 1971)
To: Frequency Aircraft Seats Directorate
Penza-Uralsk-Aktyubinsk daily I1-14 (32) Kazakhstan
Kharkov-Anapa daily An-24 (48) North-Caucasia
Arkhangelsk 6 per week An-24 (50) North
Vologda-Velsk-Shenkursk-
Bereznik-Arkhangelsk daily Li-2 (24) North
Voronezh-Astrakhan daily An-24 (46) North-Caucasia
Balakovo daily An-24 (46) Volga
Balashov daily L-200 (3) CR&A
Belgorod daily Yak-4O (24) CR&A
Kuybyshev-Ufa-Beloretsk daily An-24 (48) Volga
Kharkov-Berdyansk 4 per week An-24 (48) Ukraine
Bobruisk daily I1-14 (32) Byelorussia
Gomel-Brest daily An-24 (50) Byelorussia
Bryansk 3 daily Yak-4O (24) CR&A
3 per week An-24 (48) CR&A
Bugulma daily An-24 (48) CR&A
Cheboksary 2 daily An-24 (48) CR&A
Cherepovets daily T1-14700(32) ee Noxzth
daily Yak-40 (24) North
Bryansk-Cherkassy daily An-24 (48) CR&A
Chernigov daily An-24 (48) CR&A
Kiev-Chernovtsy daily An-24 (48) CR&A
Donetsk 3 per week An-24 (48) Ukraine
Kharkov-Krasnodar-Gelendzhik daily An-24 (48) North-Caucasia
Rostov-Krasnodar-Gelendzhik daily An-24 (48) North-Caucasia
Gomel 2 daily An-24 (50) Byelorussia
Gorkiy 3 daily An-24 (48) CR&A/Volga
Minsk-Grodno daily An-24 (50) Byelorussia
Voronezh-Volgograd-Elista-
Groznyy daily An-24 (48) CR&A
Uralsk-Guriev daily An-24 (48) CR&A
Gus-Khrustalny daily An-2 (14) CR&A
Ioshkar-Ola 2 daily An-24 (48) CR&A
Ivanovo 4 daily An-24 (48) CR&A
Izhevsk 2 daily An-24 (48) CR&A
Kamyshin 3 per week I1-14 (32) North-Caucasia
Kasimov 4 daily An-2 (14) CR&A
Kaunas 2 daily An-24 (50) Lithuania
Dnepropetrovsk-Kerch 3 per week An-24 (48) Ukraine
Kimovsk 2 daily An-2 (14) CR&A
Kineshma daily Li-2 (21) CR&A
Kirov 6 per week An-24 (48) CR&A
Kharkov-Kirovograd daily An-24 (48) CR&A
Petrozavodsk-Kirovsk daily An-24 (50) North
Kazan-Sverdlovsk-Petropavlovsk-
Kokchetav daily An-24 (44) Kazakhstan
Kostroma 2 daily Yak-40 (24) CR&A
2 per week An-24 (48) CR&A
Kotlas daily An-24 (50) North
Vologda-Kotlas daily Yak-40 (24) North
Kursk 3 daily An-24 (48) CR&A
daily Yak-40 (24) CR&A

260
To: Frequency Aircraft Seats Directorate
Leningrad 4 daily An-24 (48) CR&A/Volga
Lipetsk 3 daily An-24 (48) CR&A
Livny daily An-2 (14) CR&A
Cherni gov-Lvov 3 per week An-24 (48) Ukraine
Kazan-Magnitogorsk daily An-24 (48) Ural
Voronezh-Maikop 3 per week An-24 (44) North-Caucasia
Volgograd-Makhachkala daily An-24 (48) CR&A
Rostov-Makhachkala daily An-24 (42) Azerbaydzhan
Mogilev daily An-24 (48) Byelorussia
Voronezh-Rostov-Nalchik daily An-24 (48) CR&A
Kazan-Neftekamsk 2 per week An-24 (48) Volga
Novgorod daily An-24 (50) North
Kazan-Oktyabrsk 5 per week An-24 (48) Volga
Voronezh-Rostov-Ordzhonikidze daily An-24 (48) CR&A
Orel daily Yak-40 (24) CR&A
Kuybyshev-Orsk 2 daily An-24 (48) CR&A/Volga
Penza 2 daily An-24 (48) CR&A
Perm daily An-24 (48) Ural
Petrozavodsk daily An-24 (50) North
Vitebsk-Polotsk daily T1-14 (32) Byelorussia
Poltava daily An-24 (48) CR&A
Pskov daily An-24 (50) North
Velikiye-Luki-Pskov daily An-24 (50) North
Kiev-Rovno daily An-24 (48) CR&A
Gorkiy-Syktyvkar-Salekhard daily An-24 (48) Tyumen
Saransk daily An-24 (50) Volga
Saratov 5 daily An-24 (46,50) CR&A/Volga
Saransk-Saratov daily An-24 (50) Volga
Severodonetsk daily An-24 (48) Ukraine
Uralsk-Guriev-Shevchenko daily An-24 (48) CR&A
Volgograd-Astrakhan-Shevchenko daily An-24 (48) CR&A
Skopin daily An-2 (14) CR&A
Smolensk daily An-2 (14) CR&A
Kursk-Sumy daily T1-14 (32) CR&A
Kazan-Tyumen-Surgut daily An-24 (48) Tyumen
Syktyvkar 6 per week An-24 (48) CR&A
Tambov 2 daily Yak-40 (24) CR&A
2 daily An-24 (48) CR&A
Kiev-Ternopol daily An-24 (48) CR&A
Tula daily An-2 (14) CR&A
Uralsk daily An-24 (44) Kazakhstan
Uryupinsk 4 per week T1-14 (32) North-Caucasia
Kiev-Lvov-Uzhgorod daily An-24 (48) Ukraine
Vitebsk daily An-24 (50) Byelorussia
Vladimir 2 daily An-2 (14) CR&A
Vologda 2 daily Yak-40 (24) North
Voronezh 2 daily T1-14 (32) CR&A
6 daily An-24 (48) CR&A
Voroshilovgrad 2 daily An-24 (48) CR&A/Volga
Yaroslavl daily An-2 (14) CR&A
Donetsk-Zaporozhye daily An-24 (48) Ukraine

CR&A = Central Regions and Arctic Directorate

261
TABLE 18 SEATING CAPACITY ON THE
MOSCOW-SOCHI HOLIDAY
ROUTE
(Period 15 May—14 November)
From: 1965 1968 1971 CPS.

Bykovo - - - 3,792

Domodedovo - 43,632 42,186 -

Sheremetyevo 20,114 B20 7D 32,130 30,345

Vnukovo 190,849 211,890 221,141 235,206

Number of seats
offered each way 210,963 288 , 274 295,457 269, 343

TABLE 19 LOCAL (MVL) OPERATIONS

FROM KIEV
(Summer 1970)
To: Zhulyany Airport Borispol Airport

Berdyansk daily An-24

Bragin daily An-2
Cherkassy 5 daily An-2
up to 3 daily An-24
Chernigov 3 daily An-2
daily An-24
Chernopyl daily An-2
Chernovtsy 2 daily An-2
2 daily L-200
3 daily An-24
Chortkov daily An-2
Dnepropetrovsk up to 5 daily An-24 3 per week 11-18
daily I1-14
daily Yak-40
Donetsk up to 9 daily An-24 4 per week 11-18
Dubechnya 2 daily An-2
Goncharov Krug 2 daily An-2
Gornostaipol daily An-2
Gusyatin daily An-2
Ivano-Frankovsk daily An-2
3 daily An-24
Izmail daily Yak-40
Kakhovka daily An-24
5 daily L-200
Kamenets-Podolsk 4 daily An-2
daily L-200
Kanev daily An-2
daily L-200
Kerch 4 per week An-24
Kharkov up to 8 daily An-24 daily An-10
daily 11-18
Kherson 4 daily An-24
Khmelniki daily An-2
Khmelnitsky 8 daily An-2
daily Yak-40
Khoiniki daily An-2
Kirovograd 2 daily An-2
3 daily An-24
Kolomya daily An-2
Konotop daily
Kremenchug daily
Kremenets daily
Krivoi-Rog daily
daily -24
Lut sk daily
Lvov daily -24 daily 11-18
Mankovka
Melitopol
Mogilev-Podoisk
daily
daily
daily
CERERRERB
L-200
L-200
Nikolayev daily An-24
Novy-Shepelichi daily An-2
Odessa daily An-24 4 per week An-10A
daily Yak-40 3 daily 11-18
10 per week Tu-104B
10 per week Tu-124
daily Tu-134
Pervomaisk daily An-2
Polesskoye daily An-2
Polonnoye daily An-2
Poltava daily An-2
2 daily An-24
Rovno 3 daily An-2
3 daily An-24
Severodonetsk to daily An-24
Simferopol 3 per week An-24 4 daily 11-18
3 daily Tu-104
Skadovsk 2 daily An-24
Sumy daily An-24
Tarashcha daily An-2
Ternopol daily An-2
daily An-24
Tetiev daily An-2
Uman daily An-2
Uzhgorod daily An-24
Vinnitsa daily An-2
daily An-24
daily L-200
Voroshilovgrad daily An-24 3 per week 11-18
Vypolzovo daily An-2
Zaporozhye Fw daily
lb
bd
nh
FN
Ww An-24 4 per week 11-18
Zhdanov daily An-24
Zhitomir daily An-2
Zvenigorodka Dw daily An-2

263
 TABLE 20 SERVICES BETWEEN KIEV AND
ODESSA
(Summer 1970)
From Kiev Borispol Airport

Frequency Aircraft Seats Directorate

4 per week An-10A (116) Komi from Syktyvkar

daily 11-18 (110) Latvia from Riga
daily Di=16 (89) North from Arkhangelsk
daily a beaita! (100) Ukraine
daily Tu-104B (100) Far East from Vladivostok
3 per week Tu-104B (100) Ukraine from Ulyanovsk
daily Tu-124 (56) Lithuania from Vilnius
3 per week Tu-124 (56) Volga from Kazan
daily Tu-134 (68) North from Murmansk

From Kiev Zhulyany Airport

3 daily An-24 (44) Ukraine

2 daily Yak-40 (24) Ukraine
daily An-24 (48) Moscow from Tula
daily An-24 (48) Moscow from Kursk

TABLE 21 LOCAL (MVL) OPERATIONS

FROM ODESSA
(Summer 1970)
To: Central Airport Zastava Airport
Ananyev 2 daily An-2
Artsyz 2 daily An-2
Balta 2 daily An-2
Berdyansk daily Yak-40
Berezovka daily An-2
B'Dnestrovskiy 2 daily An-2
Bolgrad 7 daily An-2
Cherkassy 4 per week Yak-40
Chernigov 4 per week An-24
Chernovtsy daily Yak-40 daily An-2
Dnepropetrovsk (+) 3 daily An-24 daily An-2
daily Yak-40
Donetsk (+) 3 daily An-24
Gaivoron daily An-2
Ivano-Frankovsk daily T1-14 daily An-2
Ivanovka daily An-2
Izmail 4 daily Yak-40 4 daily An-2
Kamenet s-Podolsk daily An-2
Kerch 4 per week An-24
daily Li-2
daily I1-14
Kharkov (+) daily An-10
3 per week Yak-40
Kherson daily Li-2 7 daily An-2
Khmelnitsky daily Yak-40
Kiev (+) 3 daily An-24
2 daily Yak-40
daily 11-18

264
Kiliya 5 daily An-2
Kishinev 4 daily 11-14 2 daily An-2
Kodyma daily An-2
Kotovsk daily An-2
Kramatorsk 4 per week An-24
Kr Okny daily An-2
Krivoi-Rog daily I1-14 daily An-2
Krivoye Ozero daily An-2
Kurort Primorskoye 3 daily An-2
Liman daily An-2
Lvov (+) 2 daily An-10
daily An-24
Melitopol daily An-2
Nikolayev 2 daily An-2
Nikolayevka 3 daily An-2
Novo-Ivanovka 2 daily An-2
Ochakov 5 daily An-2
Ogorodnoye 2 daily An-2
Pervomaisk 2 daily An-2
Poltava daily Yak-4o
Rastzvet 3 daily An-2
Reni 3 daily An-2
Rovno daily An-24
Rybnitsa daily An-2
Savran 4 daily An-2
Severodonetsk 4 per week Yak-40
Simferopol (+) daily An-24
2 daily 1-14
daily i122
daily Yak-40
Sumy 4 per week Yak-40
Tarutino 3 daily An-2
Tatarbunary 4 daily An-2
Ternopol daily I1-14
Tuzly 4 daily An-2
Uman daily An-2
Ustinovka daily An-2
Vilkovo 2 daily An-2
Vinnitsa daily Yak-40
Voroshilovgrad daily Tet mskta)
Zaporozhye (+) 2 daily An-24
Zhdanov daily An-24

(+) Additional all-Union services operated to these destinations

265
TABLE 22 SERVICES BETWEEN ODESSA
AND SIMFEROPOL
(Summer 1970)
From Odessa Central
—————————————— Airport

Frequency Aircraft Seats Directorate

daily An-24 (50) Georgia Batumi

daily An-24 (50) Georgia Sukhumi
daily An-24 (44) North-Caucasia Stavropol
daily An-24 (48) Ukraine Uzhgorod
daily T1-14 (32) Ukraine Ivano-Frankovsk
2 daily 11-14 (32) Ukraine Kerch
daily iio (89) Uzbekistan Tashkent
4 per week El-16 (89) Armenia Yerevan
4 per week £1=18 (89) Azerbaydzhan Baku
daily Li-2 (24) Ukraine Kerch
daily Tu-104 (100) Georgia Thilasi
daily Tu-124 (56) Estonia Tallin
daily Tu-124 (56) Lithuania Vilnius
daily Yak-40 (24) Ukraine Vinnitsa

TABLE 23 LOCAL (MVL) OPERATIONS

FROM TASHKENT
(January—May 1969)
From Tashkent City Airport Sergeli Airport
ee eA ea Ae
Andizhan 3 per week r1=18
3 daily An-24
Biruni daily Li-2
Bukhara 4 daily An-24
2 daily I1-44
Chardara 3 daily An-2
Fergana 3 daily TI1-14
daily An-24
Karshi 3 daily An-24
Kitab daily An-2
Kokand 5 daily E1-14
Navoi 3 daily I1-14
Nukus 2 daily 11-18
2 daily Li-2
Pap daily An-2
Namangan 4 daily 11-14
Samarkand 6 daily An-24
5 per week EV-18
Tamdy-Bulak daily I1-14
Termez 2 daily An-24
Turtkul daily Li-2
Uch-Kuduk daily 14.
Urgench daily An-24
daily 11-18

266
 TABLE 24 LOCAL (MVL) OPERATIONS
FROM YEREVAN SOUTH
AIRPORT
(Summer 1972)
To? Frequency Aircraft Journey Time Distance Fare
hr min (km) (rb1)
Anapa daily I1-14 255 940 iy)
Basargechar 2 daily An-2 0 50 180
Batumi 2 daily Yak-40 1 20 750 =
Berd 3 daily An-2 O 45 150
Dzhermuk 9 daily An-2 O 42 140
Ekhe gnadzor 8 daily An-2 @) 3 105
Goris 8 daily An-2 4 02 205
Kafan 3 daily An-2 al ila 240
Kamo 2 daily An-2 ON32 95
Kirovakan daily An-2 O 34 110
Krasnodar Glemisiet abil ou/A 3 25 870
daily Yak-40 2 00
Leninakan daily An-2 O 35 aieMS)
Martuni 8 daily An-2 o 40 140
Nakhichevan daily 11-14 0) 35 140
Sisian 10 daily An-2 0 55 185
Stepanakert 2 daily An-2 al. ik 255
Stepanavan 4 daily An-2 oO 42 145
Sukhumi 2 daily Yak-40 L215 570 Be
BB
Tbilisi 3 daily 11-14 1 00 220 SW
lou
NWwntoaw
FORDE
Dw
daily Yak-40 0 40

(Traffic Development)
1959 1960 1961 1962 1963
Baku Heliport 2 40,000 91,361 122,000 77,100

Moscow Heliport - 7,900 15,000 33,400 54,600

Simferopol Airport 6,500 16,500 6,950 13,100 19,200
Sochi (Adler) Airport 38,500 74,000 31,550 60,600 119,100

267
TABLE 26 DEVELOPMENT OF
INTERNATIONAL SERVICES
(Number of Foreign Destinations Served)
Network
Africa America Asia Europe Total (in km) a)

1950 A a 5 10 15 21,915

1960 1 - a 17, 25 44,860

1970 14 3 19 24 60 183,055

1972 16 3 25 26 70 222,815

Note a) : Figures quoted include domestic sectors of

international services and flights within the
Soviet Union operated specially for the
conveyance of international passengers

Volume of Passenger Traffic

1965 339,000 1969 715,000

1966 414,000 1972 1,000,000

1967 469,000 1975 2,200,000

1968 577 ,000
e Target Figures

268
TABLE 27
AEGROFLOT FLEET FOR THE
SEVENTIES
All-Union Services

1) Long-range Aircraft (Route Sectors 3-6,000 km)

Ilyushin 11-62/11-62M
Tupolev Tu-114 *)
Tupolev Tu-144 Supersonic Transport
2) Medium-range Aircraft (Route Sectors 1,500-3,000 km)
Antonov An-10 +)
fiyushin El-18 *)
Ilyushin I1-86 Air Bus
Tupolev u-104 *)
Tupolev Tu-154
3) Short-range Aircraft (Route Sectors up to 1,500 km)
Tupolev ‘u-124
Tupolev Tu-134

Local (MVL) Services

10) Heavy Transport Aircraft
Antonov An-24
Tlyushin I1-14 *)
Lisunov Li-2 ey)
Yakovlev Yak-40
2) Medium Transport
Antonov An~-2 *)
Beriev Be-30
L-410 Turbolet
3) Light Transport Aircraft
L-200 Morava )
Yakovlev Yak-12 =)
Yakovlev Yak-18T

Note: *) Aircraft to be phased out of service

+) withdrawn from regular service in 1972

269
TABLE 28 OPERATIONS OF MAJOR TYPES
OF AIRCRAFT
(On USSR Routes of All-Union
Importance 1956-1973)
Number of Cities Served

1956 1959) 1961 1964 1969 1971 1973

Antonov An-10 = 3 28 38 49 46 =

Ilyushin 11-18 - 10 26 49 82 86 98

Ilyushin 11-62 = = = = 2 3 5
Tupolev Tu-104 3 16 18 19 21 22 23

Tupolev Tu-114 = = 2 2 4 5 3

Tupolev Tu-124 - = = 24 35 42 48

Tupolev Tu-134 = = = 2 4 26 40

Tupolev Tu-154 = = = - = = 7

Route Network (in km)

1956 41959) 1961 1964 1969 1971
Antonov An-10 = 2,690 46,600 72,420 132,465 128,935

Ilyushin 11-18 “ 21,880 102,300 247,340 639,200 661,655

Ilyushin 11-62 = es = = 6,980 10,410

Tupolev Tu-104 4,530 40,820 115,000 72,610 87,870 100,160

Tupolev Tu-114 - = 6,980 6,980 13,300 12050:

Tupolev Tu-124 - - - 36,570 104,370 127,640

Tupolev Tu-134 - - - = 4,120 50,440
TABLE 29 LONG-DISTANCE ROUTES
OPERATED WITH PISTON-
ENGINED AIRCRAFT
(Summer 1969)
I1-14

Yakut sk-Aldan-Chulman-Takhtamygda-Chita-Irkutsk 2,320 5

Kzy1-Orda-Aralsk-Aktyubinsk-Guriev-Astrakhan-Min'Vody 2,190 km
Yakut sk-~Aldan-Chulman-Takhtamygda-Magdagachi-
Blagoveshchensk-Khabarovsk 2,070
Syktyvkar-Vorkuta-Norilsk 1,960
Nyurba-Mirnyy-Lensk-Kirensk-Bratsk-Krasnoyarsk 1,810
Yakutsk-Ust 'Nera-Zyryanka-Sredne Kolymsk-Cherskiy 1,700
Magadan-Gi zhi ga-Kamenskoye-Markovo-Anadyr 1,540
Magadan-Seimchan-Zetishche-Bilibino 1,230
Tyumen-Tobolsk-Khanty Mansiysk-Berezovo-Salekhard 1,190
Moscow-Vologda-Velsk-Shenkursk-Berezniki-Arkhangelsk 1,080 gee
Gogea
Boon
Li-2

Guriev-Uzen-Zhetybai-Yeraly-Makhachkala 930
Tashkent-Turtkul-Nukus 850
Kursk-Tambov-Gorkiy 830
Aktyubinsk-Orsk-Magnitogorsk-Chelyabinsk-Sverdlovsk 770
Leningrad-Cherepovets-Ivanovo 750
Guriev-Uralsk-Orenburg 730 EE
GGBB

fg
TABLE 30 LONGEST ROUTES OPERATED
WITH An-24s
(Summer 1971)
Tyumen-Kuybyshev-Rostov-Anapa 2,580
Orsk-Orenburg-Saratov-Min
' Vody-Sukhumi 2,490
Irkut sk-Chita-Takhtamygda-Magdagachi-Blagoveshchensk-
Khabarovsk 2,450
Moscow-Kazan-Tyumen-Surgut 2,440
Sverdlovsk-Ulyanovsk-Volgograd-Krasnodar-Anapa 2,430
Chimkent -Kzyl1-Orda-Nukus-Shevchenko-Min
'Vody 2,415
Syktyvkar-Gorky-Voronezh-Donetsk-Simferopol 2,400
Frunze-Dzhezkazgan-Kustanai-Ufa-Kazan DSH)
Yerevan-Sukhumi -Kharkov-Minsk Be DAS
Tyumen-Omsk-Karaganda-Alma Ata 2,280
Moscow-Kazan-Sverdlovsk-Petropavlovsk-Kokchetav 2,240 86
EEE
FREER
Alma Ata-Karaganda-Tselinograd-Kokchetav-Petropavlovsk-

Sverdlovsk 2,000 g

TABLE 31 LONGEST ROUTES OPERATED

WITH Li-2s
Summer 1949

Sochi - Irkutsk 5,280 km (52 hr 40 min)

Moscow - Ulan Bator 5,135 km (74 hr 30 min)

Moscow meChictia 5,060 km (50 hr 30 min)
Simferopol - Alma Ata 4,130 km (32 hr 50 min)
Sochi - Alma Ata 3,955 km (32 hr 50 min)
Simferopol - Tashkent 3,415 km (31 hr 25 min)

Summer 1957

Kiev - Tashkent 3,640 km (36 hr 30 min)

Leningrad - Tashkent 3,555 km (20 hr 5D min)
Moscow - Alma Ata 3,405 km (19 hr50 min)
Moscow - Semipalatinsk 3,260 km (17 hr50 min)
Moscow - Norilsk S\yalsie) vem (ly? tate 4S min)
Ashkhabad - Simferopol 2,260 km (28 hr 30 min)

peg Os
 TABLE 32 AEROFLOT PASSENGER TARIFFS
(As defined by Geographical Areas)
Scheduled Air Services

Group I

All areas of the Soviet Union other than those listed below,
served by railways

Group II

(between points not connected by railways)

Kamchatka, Magadan, Murmansk, Sakhalin Districts;
Krasnoyarsk Region (north and west of rivers Sym, Yenisei, B.Pits
Irkutsk District (west of rivers Angara and Ilim, north of the
railway line Seleznevo-Lena-N.Angarsk) ;
Khabarovsk Region (north of rivers Maya and Uda);
Nenets, Yamalo-Nenets, Taimyr and Evenk National Areas;
Yakutia ASSR;,

Charter Flights

Group I

All areas of the Soviet Union other than those listed below,
served by railways

Group II

(between points not connected by railways)

Magadan, Murmansk, Sakhalin Districts;
Krasnoyarsk Region (north of rivers Sym, Yenisei, B.Pit and
south of Arctic Circle);
Irkutsk District (north of rivers Angara and Ilim and north of
railway line Seleznevo-Lena-N.Angarsk);
Khabarovsk Region (north of rivers Maya and Uda);
Nenets National Area;
Yamalo-Nenets National Area (south of Arctic Circle);
Yakutia ASSR (south of Arctic Circle);

Group Let

(between points not connected by railways)

Kamchatka District;
Tyumen District (north of Arctic Circle);
Krasnoyarsk Region (north of Arctic Circle);
Yakutia ASSR (north of Arctic Circle);
Chukotka National Area;
All islands of the Arctic Ocean;

Note : The application of passenger tariffs according to geographical

areas detailed above was valid as of 1 January, 1969.

Reference : Spravochnik Tarifov na Aviatsionnye Perevozki,

Moscow 1969

PH:
TABLE 33 AEROFLOT PASSENGER FARES
(Comparison of Tariff Groups)

Group I Group II

km Sector Fare kn Sector Fare

330 Gorkiy - Ryazan 9 330 Norilsk - Khatanga 26

430 Donetsk - Kirovograd 11 430 Arkhangelsk - Naryan Mar 26

1,040 Kazan - Tyumen 20 1,040 Vorkuta - Norilsk 34
1,210 Kiev - Tallin 23 1,210 Tiksi - Yakutsk 39
1,380 Krasnodar - Krasnovodsk 25 1,380 Okhotsk - Khabarovsk 39
2,020 Min'Vody - Sverdlovsk 35 2,020 Irkutsk - Yakutsk 58

Fares in Roubles

274
APPENDIX 1 DEVELOPMENT OF CIVIL
AVIATION
Passengers Cargo/Mail Route Network
(millions) (in thousand (in thousands
metric tons) of km)

1923 - - 0.4
1924 = - 3.5
1928 0.007 0.2 aS)
1932 0.03 0.9 3129
1937 O52 ALA 93.3
1940 0.36 58.4 143.9
1945 0.53 74.1 =
1950 11.6 181.0 295.4
1955 2.5 258.7 Bee
1958 8.2 445.6 349.2
1959 122 544.3 355.4
1960 16710 696.5 B60)
1961 ilies) 842.9 365-2
1962 2TeO) 919.1 398.8
1963 32.0 957.6 400.0
1964 36.8 1,088.1 400.7
1965 42.4 1) 2 8 435.0
1966 47.2 193505 7G
1967 55.1 1,615.0 a
1968 60.9 10370 -
1969 68.0 dg OGD -
1970 71.4 1,844.4 773.0
1971 77-9 = =
1972 82.5 2,086.0 800.0
1973 87.08 2,100.0¢ 820.08
1975 Tel GOO 2,490.08 e

e target figures

275
APPENDIX 2
EXAMPLES OF AEROFLOT
PASSENGER TRAFFIC
(Volume by Months in Millions)
1960 1965 1969

January 0.8 Bisel 3.9

February 1.0 2.4 355

March the Bags 4.6

April 1.0 yea) roan

May io} Sto) BE

June Asia 44 7-4

July 2.0 ; 5.5 9.1

August 2.2 5.8 9.4

September Ae 44 720
October 1.3 3.4 4.6

November feO 3.0 44

December 0.9 2.5 |

TotalelrarhLc
SRE Ne ae 16.0
ON ee 42.0 68.0

APPENDIX 3 ORGANIZATION OF SOVIET

CIVIL AVIATION

1934 Aeroflot (GUGVF) (Chief Directorate of the

SS aT Civil Air Fleet)

Territorial Directorates

Azov-Black Sea (Rostov) Trans-Caucasus (Tiflis)

Central Asia (Tashkent ) Ukraine (Kharkov)
Far East (Khabarovsk) Ural (Sverdlovsk)
Kazakhstan (Alma Ata) Volga (Kuybyshev )
Moscow (Moscow) Western Siberia (Novosibirsk)
North (Leningrad)

1955 Aeroflot (GUGVF)(Chief Directorate of the

parity Civil Air Fleet)

Territorial
SSE Ee Directorates
en AS
Azerbaydzhan (Baku) North (Leningrad)
Byelorussia (Minsk) North-Caucasia (Rostov)
Eastern Siberia (Irkutsk) Turkmenistan (Ashkhabad)
Far East (Khabarovsk) Ukraine (Kiev)
Georgia (Tbilisi) Ural (Sverdlovsk)
Kazakhstan (Alma Ata) Uzbekistan (Tashkent )
Krasnoyarsk (Krasnoyarsk) Western Siberia (Novosibirsk)
MUTA (Moscow) Yakutia (Yakutsk)

276
Aviation
tide Groups
ari eee tal SS
Armenia (Yerevan) Magadan (Magadan)
Estonia (Tallin) Moldavia (Kishinev)
Kirghizia (Frunze ) Syktyvkar (Syktyvkar )
Latvia (Riga) Tadzhikistan (Dushanbe)
Lithuania (Vilnius)

Aeroflot Directorates 1973

Abbreviations:

SSR - Soviet Socialist Republic

ASSR - Autonomous Soviet Socialist Republic
D - District
R - Region
AO - Autonomous District
NO - National Area

Directorate Area of Responsibility Base Airport

Arkhangelsk Arkhangelsk D Arkhangelsk

Nenets NO Naryan-Mar

Armenia Armenia SSR Yerevan-West

-South

Azerbaydzhan Azerbaydzhan SSR Baku

Daghestan ASSR Makhachkala
Nakhichevan ASSR Nakhichevan

Byelorussia Byelorussia SSR Minsk

Kaliningrad D Kaliningrad

Central Regions Special Tasks Myachkovo

and Arctic
Belgorod D Belgorod
Bryansk D Bryansk
Ivanovo D Ivanovo
Kalinin D Kalinin
Kostroma D Kostroma
Kursk D Kursk
Lipetsk D Lipetsk
Moscow D Moscow-Bykovo
Orel D Orel
Ryazan D Ryazan
Smolensk D Smolensk
Tambov D Tambov
Tula D Tula
Vladimir D Viadimir
Voronezh D Voronezh
Yaroslavl D Yaroslavl

Eastern Siberia Aginsk-Buryat NO Aginskoye

Buryat ASSR Ulan-Ude
Chita D Chita-Kadala
Irkutsk D Irkutsk
Ust'Ordynsk Buryat NO

Estonia Estonia SSR Tallin

Far East Amur D Blagoveshchensk

Kamchatka D Petropavlovsk
Khabarovsk R Khabarovsk-City
-Novyy
Koryak NO Palana
Maritime R Vladivostok
Sakhalin D Yuzhno-Sakhalinsk
Yevreisk AO Birobidzhan

27).
Directorate Area of Responsibility Base Airport

Georgia Georgia SSR Tbilisi

Abkhaz ASSR Sukhumi
Adzhar ASSR Batumi

Kazakhstan Kazakh SSR Alma Ata

Kirghizia Kirghiz SSR Frunze

Komi Komi ASSR Syktyvkar

Krasnoyarsk Krasnoyarsk R Krasnoyarsk

Evenk AO Tuva
Khakassk AO Abakan
Taimyr NO Dudinka
Tuva ASSR Kyzyl

Latvia Latvia SSR Riga

Lithuania Lithuania SSR Vilnius

Magadan Magadan D Magadan

Chukotka NO Anadyr

Moldavia Moldavia SSR Kishinev

Moscow Transport Special Tasks Moscow-

Domodedovo
Vnukovo

North Karelia ASSR Petrozavodsk

Leningrad D Leningrad-
Shosseiny
Smolny
Murmansk D Murmansk
Novgorod D Novgorod
Pskov D Pskov
Vologda D Vologda

North-Caucasia Adygei AO Maikop

Astrakhan D Astrakhan
Checheno-Ingush ASSR Groznyy
Kabardino-Balkar ASSR Nalchik
Kalmyk ASSR Elista
Karachayevo-Cher kessk AO Cherkessk
Krasnodar R Krasnodar
Rostov D Rostov
Severo-Osetinsk ASSR Ordzhonikidze
Stavropol R Stavropol
Volgograd D Volgograd

Polar Aviation Special Tasks in Arctic/

Polar Regions and Antarctica

Tadzhikistan Tadzhik SSR Dushanbe

Gorno-Badakhshan AO Khorog

TsUMVS International Services Moscow-

(International) Sheremetyevo

278
Directorate Area of Responsibility Base Airport

Turkmenistan Turkmen SSR Ashkhabad

Tyumen Khanty Mansiysk NO Khanty Mansiysk

Tyumen D Tyumen
Yamalo-Nenets NO Salekhard

Ukraine Ukraine SSR Kiev-Borispol

-Zhulyany

Ural Chelyabinsk D Chelyabinsk

Kirov D Kirov
Komi-Permyats NO Kudymkar
Kurgan D Kurgan
Perm D Perm
Sverdlovsk D Sverdlovsk-
Koltsevo
Udmurt ASSR Izhevsk

Uzbekistan Uzbek SSR Tashkent-City

-Sergeli
Karakalpak ASSR Nukus

Volga Bashkir ASSR Ufa

Chuvash ASSR Cheboksary
Gorkiy D Gorkiy
Kuybyshev D Kuyby shev-
Kurumotch
Smyshlayevka
Mary ASSR IToshkar-Ola
Mordov ASSR Saransk
Orenburg D Orenburg
Penza D Penza
Saratov D Saratov
Tatar ASSR Kazan
Ulyanovsk D Ulyanovsk

Western Siberia Altai R Barnaul

Gorno-Altai AO Gorno-Altaisk
Kemerovo D Kemerovo
Novosibirsk D Novosibirsk-
City
Tolmachevo
Omsk D Omsk
Tomsk D Tomsk

Yakutia Yakut ASSR Yakutsk

AVG)
APPENDIX 4
DEVELOPMENT OF ALL-UNION
SERVICES, BY DIRECTORATES,
FROM 1956
(Inauguration of Services and
Introduction of New Types of Aircraft)

Ne Fee eee
From Moscow to:

4 Jul 1961 £1=18 Yerevan

From Yerevan to:

Summer 1962 11-18 Krasnodar

Summer 1962 11-18 Simferopol-Kiev
Summer 1962 11-14 Sukhumi -Rostov-Kharkov
fl Ary ae, evita! Leningrad
15 Jun 1962 11-18 Sochi, Min'Vody
6 Feb 1963 11-18 Ashkhabad-Tashkent
Summer 1964 11-18 Simferopol-Odessa
1 Jun 1964 11-18 Rostov-Gorkiy
SOT isood SO es eo} Sukhumi-Gorkiy
Winter 1964 11-18 Volgograd-Kazan-Sverdlovsk
Summer 1966 11-18 Krasnodar-Kiev-Lvov
Summer 1968 11-18 Tashkent-Alma Ata-Novosibirsk
Winter 1968 An-24 Sukhumi -Kharkov-Minsk
Winter 1968 An-24 Sukhumi -Donetsk-Dnepropetrovsk
Winter 1968 11-18 Volgograd-Sverdlovsk-Novosibirsk
Summer 1969 An-24 Anapa
Summer 1969 An-24 Stavropol (-Volgograd Winter 1969)
1 Jul 1969 An-24 Kislovodsk
Summer 1970 Yak-40 Tbilisi, Sukhumi, Batumi
1 Apr 1972 11-18 Donetsk/Dnepropetrovsk-Minsk

From Leninakan to:

Summer 1972 Yak-40 Anapa

Aeroflot Azerbaydzhan

From Moscow to:

20 Jun 1959 11-18 Baku
3 May 1962 11-18 Astrakhan
15 May 1970 An-24 Voronezh-Krasnodar-Kirovabad
15 May 1971 11-18 Kirovabad

From Baku to:

Winter 1960 11-18 Moscow-Leningrad

Summer 1961 11-18 Min'Vody-Rostov-Kiev
Summer 1961 11-18 Kuybyshev-Sverdlovsk
3 May 1962 11-18 Astrakhan
Summer 1962 11-18 Yerevan
Summer 1962 11-18 Tbilisi-~Sochi-Simferopol
Summer 1962 11-18 Krasnovodsk, Krasnodar
1 Jun 1964 11-18 Volgograd
Winter 1964 11-14 Makhachkala-Astrakhan-Saratov
Summer 1965 11-14 Shevchenko-Astrakhan
Summer 1965 11-18 Ashkhabad-Tashkent
Summer 1965 11-18 Kharkov-Minsk
i Jun 1965 Llod3 Astrakhan-Gorkiy
1 oune1 9665 E14 Makhachkala~Astrakhan-Aktyubinsk

280
 1 Jun 1966 11-18 Astrakhan-Kazan
1 Jun 1966 11-18 Simferopol-Odessa-Lvov
Summer 1968 11-18 Tashkent-Novosibirsk
i Diwesy wiKeye) nea aie} Aktyubinsk-Ufa-Tyumen
Winter 1969 11-18 Kazan-Gorkiy
15 Mar 1970 An-24 Ashkhabad-Samarkand
15 Jun 1971 11-18 Donetsk (-Minsk 1 Apr 1973)
25 Jun 1971 211-18 Zaporozhye-Minsk
1 Jul 1971 Tu-134 Sochi, Simferopol

From Kirovabad to:

May 1968 An-24 Yerevan, Min'Vody
2 Apr 1972 An-24 Krasnodar
15 Juno? 2a So Krasnodar-Leningrad
tJ 19735) ta 16 Volgograd

From Makhachkala to:

May 1970 An-24 Krasnodar-Simferopol
2 Jul 1972 An-24 Saratov-Kuybyshev

From Astrakhan to:

Summer 1965 I1-14 Volgograd-Saratov-Penza
Summer 1967 An-24 Min'Vody-Sochi
Summer 1967 An-24 Rostov-Donetsk-Odessa
Summer 1967 An-24 Rostov-Kharkov-Kiev
Summer 1967 An-24 Krasnodar-Anapa

Note : The operation of Astrakhan-based services was

transferred to Aeroflot's North-Caucasia Directorate
w.e.f. 15 November, 1968
Aeroflot Byelorussia

From
aS Moscow
Se EE to:
Summer 1961 An-10 Minsk
Summer 1961 11-14 Vitebsk
Summer 1962 An-10 Kaliningrad
25 May 1962 11-14 Mogilev
Summer 1967 An-24 Gomel
Summer 1968 11-14 Bobruisk, Polotsk
Summer 1969 An-24 Minsk-Brest/Grodno
te Jando7 2 An =o Gome1-Mozyr
From Brest to:
Summer 1965 11-14 Kiev
Summer 1969 11-14 Gomel
Summer 1969 An-24 Vilnius-Riga
1 Apr 1970 An-24 Minsk-Leningrad

Heed a) ce Loe
1 Jun 1968 An-24 Odessa-Simferopol
5 Jun 1968 An-24 Minsk-Leningrad
Nov 1969 An-24 Kiev-Odessa
1 Jun 1970 An-24 Zaporozhye-Krasnodar-Sukhumi
Summer 1971 An-24 Kiev-Lvov
25 May 1972 An-24 Donetsk-Sochi

(sens
Ernocites oe)
20 Jun 1971 An-24 Minsk-Kiev-Simferopol
From Kaliningrad to:

Winter 1963 An-10 Leningrad

Summer 1965 An-10 Minsk-Odessa-Sochi
Summer 1968 An-24 Minsk-Kiev-Odessa
15 Jun 1969 An-24 Minsk-Gomel-Kharkov
Summer 1970 An-24 Gomel-Kharkov-Rostov
Summer 1971 An-24 'Vody
Gome1-Kharkov-Rostov-Min

281
22 Jun 1961 An-10 Leningrad, Lvov
Summer 1962 An-10 Kiev-Odessa
Summer 1962 An-10 Simferopol-Sochi
28 May 1962 An-10 Kharkov-Min'Vody-Baku
Winter 1962 An-10 Gorkiy-Sverdlovsk
Summer 1964 Tu-124 Kharkov-Krasnodar
Summer 1964 Tu-124 Odessa
Summer 1965 Tu-124 Kharkov-Min'Vody
Summer 1965 Tu-124 Dnepropetrovsk-Rostov
Summer 1965 Tu-124 Donetsk-Krasnodar
Summer 1967 Tu-124 Rostov-Tbilisi
Summer 1968 An-10 Kuybyshev-Chelyabinsk
5 Jun 1968 An-24 Gome1-Dnepropetrovsk-Anapa
Winter 1968 Tu-124 Leningrad-Murmansk
Winter 1968 An-10 Gorkiy-Sverdlovsk-Novosibirsk
10 Apr 1969 An-10 Kuybyshev-Ufa-Karaganda-Alma Ata
15 Jun 1969 An-10 Sochi
1 Jun 1970 Tu-124 Simferopol-Sukhumi
20 Jun 1971 An-24 Poltava-Berdyansk-Gelendzhik
25 Jun 1971 Tu-124 Voroshilovgrad
14 Jun 1972 Tu-124 Petrozavodsk-Arkhangelsk
2 Jun 1972 An-10 Kazan-Ufa-Karaganda
1 Apr 1973 Tu-134 Gorkiy-Kuybyshev
6 May 1973 Tu-134 Sochi

From Mogilev tos

15 May 1970 An-24 Kiev-Simferopol

From Vitebsk to:

4 Jun 1970 11-14 Kiev

e unconfirmed
Aeroflot Central Regions and Arctic

From Moscow to:

1 Dec 1963 An-24 Saratov
5 Feb 1964 An-24 Cheboksary
Summer 1964 An-24 Penza, Voronezh, Kirov
5 Jun 1964 11-14 Voronezh-Berdyansk
10 Jun 1964 An-24 Tula/Kursk-Donetsk-Gudauta
Summer 1964 Li-2 Kursk-Sumy
24 Aug 1964 An-24 Voronezh-Volgograd-Makhachkala
28 Oct 1964 An-24 Voronezh-Volgograd-Elista-Groznyy
15 Nov 1964 An-24 Kazan-Perm
15 Nov 1964 11-14 Kazan-Bugulma
3 Jan 1965 An-24 Izhevsk-Tyumen
26 Jan 1965 An-24 Kazan-Tyumen
15 May 1965 An-24 Poltava-Kirovograd
15 May 1965 An-24 Kazan-Izhevsk
14 Jun 1965 An-24 Ivanovo
15 Jun 1965 An-24 Tambov
18 Jun 1965 An-24 Lipetsk
15 May 1966 An-24 Penza-Urals-Guriev
Summer 1966 11-14 Bryansk-Kiev-Vinnitsa
Summer 1967 An-24 Bryansk-Cherkassy
Summer 1967 An-24 Voronezh-Kerch
Summer 1967 An-24 Voronezh-Voroshilovgrad
5 Jan 1968 An-24 Kiev-Rovno
1 Jun 1968 An-24 Kuybyshev-Orsk
30 Sep 1968 Yak-40 Kostroma
15 Nov 1968 An-24 Penza-Uralsk-Guriev-Shevchenko
Winter 1968 An-24 Kursk-Dnepropetrovsk-Zhdanov
Winter 1968 An-24 Kirov-Syktyvkar
Winter 1969 An-24 Volgograd-Astrakhan-~Shevchenko
Winter 1969 An-24 Uralsk-Guriev
2 Nov 1970 An-24 Bugulma

282
 From Bryansk to:
5 Jun 1969 Kiev-Simferopol
2 Jun 1972 Voronezh-Rostov-Min'Vody

From Ivanovo to:

14 Jun 1965 Voronezh-Rostov-Sochi
Winter 1967 Cherepovets-Leningrad
Summer 1969 Voronezh-Krasnodar-Sukhumi
15 Nov 1970 Leningrad
15 May 1971 Voronezh-Krasnodar-Min'Vody
16 May 1971 Kursk-Simferopol
1 Jun 1971 Ufa-Chelyabinsk
Winter 1971 Kiev-Odessa
AW Appz, L973 Kazan-Sverdlovsk

From Kostroma to:

Summer 1969 Voronezh-Rostov-Sochi

From Kursk to:

15 Jun 1965 An-24 Donetsk-Sochi
Summer 1966 An-24 Rostov-Gudauta
Summer 1968 An-24 Kiev-Odessa, Simferopol
Summer 1968 An-24 Krasnodar-Sochi
Summer 1968 Li-2 Kharkov-Voroshilovgrad-Rostov
Winter 1968 Li-2 Tambov-Gorkiy
Winter 1968 An-24 Tula-Leningrad
Summer 1969 An-24 Kuybyshev
Winter 1969 An-24 Kaluga-Leningrad
Winter 1969 Li-2 Voronezh-Volgograd
Summer 1971 An-24 Rostov-Min'Vody
Summer 1971 An-24 Kiev-Minsk-Riga
2 Apr 1972 An-24 Saratov-Kuybyshev
3 Apr 1972 An-24 Voroshilovgrad-Krasnodar-Sochi

From Lipetsk to:

Summer 1966 An-24 Rostov-Sochi
15 May 1972 T1-14 Dnepropetrovsk-Simferopol
1 Jun L974 An-24 Donet sk-Sukhumi

From Tambov to:

15 Jan 1965 An-24 Rostov-Sochi
Summer 1968 An-24 Kharkov-Simferopol
Summer 1970 An-24 Donetsk-Kislovodsk
Winter 1970 An-24 Voroshilovgrad-Krasnodar
1 Apr 1972 An-24 Volgograd-Min'Vody
3 Apr 1972 An-24 Moscow-Leningrad
1 Jun 1972 An-24 Donetsk-Sukhumi

From Tula to:

1 Jun 1965 An-24 Donetsk-Sochi

Summer 1967 An-24 Zhdanov-Sochi
Summer 1968 An-24 Kharkov-Simferopol
Summer 1968 Li-2 Lipetsk-Rostov-Min'Vody
Summer 1968 Li-2 Lipetsk-Voronezh-Kharkov
Winter 1969 An-24 Kiev-Odessa
Winter 1969 An-24 Kazan-Izhevsk-Sverdlovsk
Summer 1970 An-24 Bel gorod-Rostov-Sochi
Summer 1970 An-24 Belgorod-Simferopol
Winter 1970 An-24 Kuybyshev-Orenburg
Winter 1970 An-24 Minsk-Riga
Summer 1971 An-24 Kuybyshev-Chelyabinsk
Summer 1971 An-24 Donetsk-Sukhumi
Summer 1971 An-24 Voronezh-Volgograd
1 Apr 1972 An-24 Volgograd-Min'Vody
3 Apr 1972 An-24 Leningrad

283
 From
pe BS Voronezh
BE to:

10 May 1963 I1-14 Min'Vody

Summer 1964 are Volgograd
Summer 1964 An-24 Krasnodar-Sochi
15 Mar 1965 T1-14 Dnepropetrovsk-Simferopol
Summer 1965 T1-14 Dnepropetrovsk-Odessa
Summer 1965 Vealesalt: Kiev-Minsk
15 Jun 1965 An-24 Rostov-Sochi
Summer 1966 Te 14 Rostov-Kislovodsk
Winter 1967 An-24 Tula-Leningrad
Summer 1968 An-24 Kazan-Sverdlovsk
Summer 1968 An-24 Moscow-Leningrad
Winter 1968 11-14 Penza-Gorkiy
Winter 1969 An-24 Kuybyshev-Chelyabinsk
Winter 1969 An-24 Kiev-Lvov
1 Jun 1971 An-24 Rostov-Anapa
2 Jun 1971 An-24 Rostov-Gelendzhik
5 Jun 1972 An-24 Min'Vody-Tbilisi

Aeroflot Eastern Siberia

From Moscow to:

1965 Tu-104 Omsk-Irkutsk-Chita
1972 Tu-104 Sverdlovsk-Novosibirsk-Bratsk
1972 Tu-104 Chelyabinsk-Novosibirsk-Bratsk

From Chita to:

1968 Tu-104 Irkutsk-Novosibirsk-Alma Ata-Tashkent

1969 Tu-104 Irkut sk-Novosibirsk-Chelyabinsk-
Min'Vody-Simferopol
1971 Tu-104 Irkutsk-Omsk-Ulyanovsk-Simferopol
1972 An-24 Irkutsk-Bratsk-Krasnoyarsk
1972 An-24 Magdagachi-Blagoveshchensk

From Irkutsk to:

1961 An-10 Yakutsk

1961 An-10 Novosibirsk-Tashkent
1961 Tu-104 Omsk-Kuybyshev-Min 'Vody-Simferopol
1962 An-10 Mirnyy
1964 An-10 Krasnoyarsk
1969 Tu-104 Novosibirsk-Sverdlovsk

From Ulan-Ude to:

1972 An-24 Irkut sk-Bratsk-Krasnoyarsk-Tomsk
1972 An-24 Irkutsk-Krasnoyarsk-Barnaul
1972 An-24 Irkut sk-Krasnoyarsk-Abakan

Aeroflot Estonia

From Moscow to:

1 Jul 1963 Tu-124 Tallin

From Pyarnu to:

1969 I1-14 Leningrad
1971 I1-14 Riga

From Tallin to:

1 Jul 1963 Tu-124 Leningrad
1 Jul 1963 Tu-124 Kiev-Simferopol (-Sochi Winter 1963)
Winter 1964 T1-14 Ri ga-Vilnius-Minsk
Summer 1965 eet Riga-Kaliningrad
Summer 1968 T1-14 Minsk-Kiev-Kharkov
Summer 1968 Tu-124 Kharkov-Min'Vody
1 Jan 1969 Tu-124 Odessa-Simferopol
1 Jan 1969 Tu-124 Kharkov-Min'Vody-Tbilisi

284
 1 Apr 1970 Tu-124 Dnepropetrovsk-Rostov
1 Jun 1970 Tu-124 Zaporozhye-Sukhumi
2 Jan 1971 Yak-40 Leningrad
Summer 1971 Tu-124 Minsk-Lvov/Kishinev
Summer 1971 11-14 Pskov-Novgorod
Summer 1971 Yak-40 Minsk
16 May 1972 Tu-124 Voronezh-Tbilisi
1 Apr 1973 Tu-124 Gorkiy-Sverdlovsk
1 Jun 1973 Tu-124 Kiev-Krasnodar

Aeroflot Far East

From ceMoscow
ec to:
ee eS
Mar 1958 Tu-104 Omsk-Irkutsk-Khabarovsk
15 May 1964 11-18 Krasnoyarsk-Khabarovsk-Yuzhno-Sakhalinsk
15 May 1969 11-18 Yakutsk-Petropavlovsk/Kamchatka

From Blagoveshchensk to:

15 May 1971 Yak-40 Takhtamygda-Chita

From Khabarovsk to:

25 Feb 1961 An-10 Magadan (-Anadyr Winter 1962)
Summer 1961 An-10 Yuzhno-Sakhalinsk, Okhotsk
Summer 1961 Tu-104 Irkutsk-Novosibirsk-Sverdlovsk
Summer 1962 Tu-104 Irkutsk-Novosibirsk-Alma Ata-Tashkent
1 Jun 1965 11-18 Novosibirsk-Sochi
Summer 1968 Tu-104 Chita-Novosibirsk-Chelyabinsk-Min'Vody-
Sukhumi/Simferopol

From Petropavlovsk/Kamchatka to:

1 Jun 1964 Tu-104 Khabarovsk-Irkutsk-Novosibirsk-
Kuybyshev-Simferopol
1 Jun 1971 Lil=18 Krasnoyarsk-Chelyabinsk-Min'Vody-
Simferopol

From Vladivostok to:

9 Apr 1970 An-24 Yuzhno-Sakhalinsk
Summer 1970 Tu-104 Chita-irkutsk-Omsk-Sverdlovsk

Aeroflot Georgia

From Moscow to:

41 Apr 1958 Tu-104 Tbilisi

Summer 1964 Tu-104 Kutaisi (Tskhaltubo)
Winter 1964 Tu-104 Sukhumi

From Batumi to:

Summer 1966 An-24 Sukhumi-Simferopol-Odessa

Summer 1966 An-24 Sukhumi -Rostov-Kharkov
Summer 1969 An-24 Krasnodar, Min'Vody
Summer 1970 An-24 Kislovodsk
Summer 1970 Tu-124 Kiev-Leningrad
4 Jun 1972 An-24 Zaporozhye (-Kiev 1 Apr 1973)
2 Jun 1972 An-24 Donetsk (-Kiev 2 Apr 1973)
1 Jul 1973 An-24 Tbilisi-Baku

Summer 1971 11-14 Simferopol

Summer 1971 Tu-124 Donetsk
Summer 1971 Tu-104 Kiev-Leningrad

Summer 1965 Tu-104 Sverdlovsk

Summer 1965 Tu-104 Chelyabinsk-Novosibirsk
Summer 1967 An-24 Krasnodar, Min'Vody

MB)
Summer 1968 An-24 Tbilisi-Baku
Summer 1968 An-24 Volgograd-Penza
Winter 1968 An-24 Rostov-Voronezh
Summer 1969 An-24 Zaporozhye
Summer 1969 An-24 Dnepropetrovsk (-Lvov Winter 1969)
Summer 1969 An-24 Stavropol-Saratov
15 Jul 1969 Tu-104 Ashkhabad-Tashkent
Summer 1974 An-24 Donetsk, Voroshilovgrad

From Tbhilisi to:

Summer 1959 Tu-104 Moscow-Leningrad
Summer 1959 Tu-104 Simferopol
Winter 1960 Tu-104 Kiev ,Kuybyshev-Sverdlovsk
Summer 1962 Tu-104 Min'Vody, Tashkent
Summer 1962 Tu-104 Simferopol-Odessa
Summer 1966 Tu-124 Sochi, Rostov
Summer 1966 Tu-124 Kutaisi-Donetsk
Summer 1968 Tu-104 Gorkiy, Volgograd
Summer 1968 Tu-124 Rostov-Kharkov
Winter 1968 Tu-124 Sukhumi-Dnepropetrovsk
Winter 1968 Tu-124 Voroshilovgrad-Kharkov
Winter 1968 Tu-124 Kutaisi-Rostov-Zaporozhye
Winter 1969 Tu-124 Volgograd-Ulyanovsk
Winter 1969 ced le Makhachkala-Astrakhan
13 Apr 1970 Tu-104 Chelyabinsk-Novosibirsk
Summer 1971 Tu-124 Kharkov, Donetsk
Summer 1971 Tu-124 Voroshilovgrad, Zaporozhye
1 Apr 1973 Tu-124 Kazan-Perm

Aeroflot Kazakhstan

From Moscow to:

20 Apr 1959 Lodbalks} Alma Ata
15 Aug 1961 11-18 Karaganda
Summer 1962 11-18 Omsk-Semipalatinsk
7 Dec 1963 Tl=18 Tselinograd
15 May 1965 An-24 Penza-Uralsk-Guriev
15 May 1965 An-24 Penza-Uralsk-Aktyubinsk-Dzhezkazgan-
Balkhash-Alma Ata
Winter 1966 TV=418 Kustanai
Summer 1967 T1-18 Aktyubinsk, Dzhambul
Winter 1967 11-18 Karaganda-Balkhash
15 May 1968 11-18 Chimkent
Winter 1968 An-24 Kazan-Sverdlovsk-Petropavlovsk-Pavlodar
6 Jan 1970 T1-18 Ust 'Kamenogorsk
20 Jun 1970 An-24 Uralsk
Winter 1970 11-18 Pavlodar
Winter 1970 An-24 Kazan-Sverdlovsk-Petropavlovsk-Kokchetav
Winter 1971 An-24 Uralsk-Aktyubinsk-Kzyl-Orda-Chimkent
1 Apr 1972 tle Arkalyk
2 Apr 1972 L116 Petropavlovsk
1 Apr vey 11-18 Shevchenko
1 Apr 1973 An-24 Kazan-Ufa-Atbasar

From Aktyubinsk to:

Summer 1971 I1-14 Magnitogorsk-Chelyabinsk-Sverdlovsk
Summer 19724 T1-14 Uralsk-Kuybyshev

From Alma Ata to:

15 Jun £959 11-18 Tashkent-Raku-Rostov
Summer 1961 T1-18 Novosibirsk
Summer 1961 T1=18 Tashkent-Baku-Min'Vody-Sochi
15 Aug 1961 Lies Karaganda
Summer 1962 Li=18 Semipalatinsk-Novosibirsk
15 Jun 1962 r1=18 Karaganda-Kuybyshev-Kiev
7 Dec 1963 11-18 Tselinograd
1 Jun 1964 11-18 Omsk

286
 1965 Karaganda-Kustanai-Aktyubinsk-Guriev
1965 Balkhash-Dzhezkazgan-Akt yubinsk-Guriev
1966 Kustanai
1967 Semipalatinsk-Barnaul
1968 Chimkent/Dzhambul-Min 'Vody-Sochi
1968 Min'Vody
1969 Tbhilisi-Sochi
1971 Chimkent-Simferopol
1972 Chimkent-Kzyl-Orda-Nukus-Shevchenko
1972 Arkalyk
1972 Petropavlovsk
1972 Chimkent-Krasnodar-Simferopel
1973 Shevchenko
7 Karaganda-Simferopol-Kishinev
1973 Karaganda-Krasnodar-Kishinev (planned)

From Arkalyk to:

15 May 1973 Aktyubinsk-Guriev-Min'Vody

From Chimkent to:

Winter 1970 Dzhezkazgan-Kustanai-Sverdlovsk
Summer Oat Kzyl1-Orda-Nukus-Shevchenko-Min'Vody
15 May ANS eS} Kent au-Dzhezkazgan-Kustanai-Sverdlovsk
1 Jun 1973 Balkhash-Ust 'Kamenogorsk-Novosibirsk

From Guriev to:

Summer 1962 Uralsk-Kuybyshev
10 Jan 1968 Min'Vody (-Krasnodar-Simferopol Summer 1968)
Summer 1968 Makhachkala
Summer 1968 Uralsk-Orenburg
Summer 1968 Astrakhan-Groznyy
Summer 1968 Baku
15 May LOT Volgograd-Rostov-Dnepropetrovsk-Kiev
15 May lye fal Aktyubinsk-Chelyabinsk
2 Apr 1972 Kuybyshev-Ufa

From Karaganda to:

Summer 1962 Min'Vody-Sochi
Summer 1965 Dzhezkazgan-Dzhambul-Tashkent
Summer 1968 Pavlodar-Omsk/Novosibirsk
Summer 1969 Novosibirsk-Kemerovo
Summer 1969 Barnaul-Novokuznetsk
Summer 1969 Rostov-Simferopol
Summer 1970 Tselinograd-Magnitogorsk
Summer 1971 Kzy1-Orda-Nukus-Shevchenko-Min'Vody
16 May 1972 Novosibirsk-Krasnoyarsk

From Kokchetav to:

16 May 1973 An-24 Aktyubinsk-Guriev-Min'Vody

From Kustanai to:

Summer 1962 11-14 Orsk-Aktyubinsk-Guriev-Min'Vody-Sochi
Summer 1969 T1428 Min'Vody-Simferopol

From Kzyl-Orda to:

Summer 1968 I1-14 Aralsk-Aktyubinsk-Astrakhan-Min'Vody

From Pavlodar to:

15 May 1967 An-24 Novosibirsk

25 Jun 1972 T1418 Min'Vody-Sochi

From Semipalatinsk to::

1 Jun 1965 Gl=ae Tselinograd-Min'Vody-Sochi

287
 From Tselinograd to:
Summer 1969 11-18 Krasnodar-Simferopol
Winter 1969 An-24 Pavlodar-Novosibirsk
Winter 1971 An-24 Kustanai-Sverdlovsk
Winter L971 An-24 Kzy1-Orda-Tashkent
Winter ule yal An-24 Atbasar-Aktyubinsk-Saratov-Kharkov

From Ust'Kamenogorsk to:

Summer 1970 11-18 Tselinograd-Min'Vody-Sochi

From Uzen to:

Summer 1965 Li-2 Zhetybai-Ft Shevchenko-Astrakhan
Summer 1965 Li-2 Zhetybai-Yeraly-Makhachkala
Winter 1968 Li-2 Shevchenko-Baku
Summer 1969 Li-2 Zhetybai-Baku

Aeroflot Kirghizia

From atethet
pad Moscow
SAO to:
EAS
2 Aug 1959 tea aalke} Frunze~
1 Jun 1966 Tio) Osh

From Frunze to:

Summer 1961 Die) Ashkhabad-Min'Vody-Simferopol
Summer 1961 Telnaes Novosibirsk-Irkutsk
1 Jun 1962 ITs! Baku-Min'Vody-Sochi
Summer 1963 hale} Tashkent
1 Mar 1965 T1718 Semipalatinsk-Kemerovo-Krasnoyarsk
Summer 1965 T1218 Karaganda-Omsk/Novosibirsk
Summer 1966 diahe sits) Kuybyshev
Summer 1968 L1G Rostov-Kiev
1 Jul 1968 Teas Novokuznetsk
Winter 1969 Pi=16 Sverdlovsk-Leningrad
15 May Oak An-24 Dzhezkazgan-Kustanai-Ufa-Kazan
15 Nov 197A: An-24 Osh-Samarkand
Winter 1971 An-24 Ust 'Kamenogorsk-Barnaul
2 Jul 1972 T1=18 Irkut sk-Khabarovsk

From Osh to:

Summer 1968 Ti—18 Frunze-Chelyabinsk/Sverdlovsk
Summer 1969 Teheseits) Frunze-Novosibirsk
Summer auS7ti Yak-40 Cholpon Ata-Alma Ata
Summer 1971 Yak-40 Tamga-Alma Ata

From Przhevalsk to:

Summer 1971 Yak-40 Alma Ata

Aeroflot Komi

From Moscow to:

Summer 1960 An-10 Syktyvkar
2 Feb 1961 An-10 Syktyvkar-Norilsk
1 Dec 1964 An-10 Syktyvkar-Vorkuta
1 Jun 1966 An-10 Syktyvkar-Ukhta
Summer 1967 An-10 Syktyvkar-Pechora
1 Apr ineyes Tu-134 Ukhta

From Syktyvkar to:

Summer 1960 An-10 Leningrad
28 Feb 1962 Li=14 Kirov-Izhevsk-Sverdlovsk
Summer 1962 An-10 Moscow-Rostov-Sochi
Summer 1962 11-14 Kirov-Gorkiy
Summer 1965 T1-14 Arkhangelsk
Summer 1965 An-10 Sverdlovsk
1 Jun 1965 An-10 Moscow-Min'Vody

288
Summer 1966 An-10 Gorkiy-Min'Vody
Summer 1966 An-10 Gorkiy-Krasnodar-Sochi
Winter 1967 11-14 Perm-Ufa
Winter 1967 11-14 Izhevsk-Kazan-Saratov
Summer 1968 An-24 Kirov-Penza-Voronezh-Rostov
Summer 1968 An-24 Kirov-Penza-Volgograd-Min'Vody
Summer 1968 An-24 Perm-Sverdlovsk
Summer 1968 An-10 Leningrad-Minsk-Kiev-Odessa
Summer 1968 An-10 Gorkiy-Donetsk-Simferopol
Winter 1969 An-24 Kirov-Ulyanovsk
Summer 1970 An-24 Perm-Chelyabinsk
Winter 1970 11-14 Vologda-Novgorod-Riga
Winter 1970 11-14 Kirov-Penza-Kharkov
Summer 1971 An-24 Kazan-Kuybyshev
Winter 1971 An-10 Sverdlovsk-Omsk-Barnaul

Aeroflot Krasnoyarsk

From Moscow
ees to:
Catan) 1963) 5-48 Sverdlovsk-Krasnoyarsk-Yakutsk
15 May 1963 11-18 Chelyabinsk-Krasnoyarsk-Blagoveshchensk-
Khabarovsk
15 Mar 1964 11-18 Norilsk
15 May 1964 11-18 Krasnoyarsk-Blagoveshchensk
Winter 1964 11-18 Kazan-Chelyabinsk-Krasnoyarsk-
Khabarovsk-Vladivostok
15eMay =1972) nl =10 Krasnoyarsk-—Mirnyy
15 May 1973 11-18 Chelyabinsk-Yeniseisk-Chita-
Yuzhno-Sakhalinsk

From Abakan to:

2 Apr 1972 An-24 Ust 'Kamenogorsk-Alma Ata

1 Jun 1973 An-24 Ust 'Kamenogorsk-Alma Ata-Tashkent

From Krasnoyarsk to:

Apr 1960 11-14 Shushenskoye
1 Jun 1962 Ei=78 Omsk-Min'Vody-Simferopol
2 Jun 1962)” 22-18 Omsk-Sochi
Summer 1963 11-18 Kemerovo-Alma Ata-Tashkent
Summer 1963 11-18 Kemerovo-Min'Vody-Sochi/Simferopol
Summer 1965 An-24 Novosibirsk
Summer 1968 11-18 Gorkiy-Leningrad
Summer 1968 11-18 Ufa-Kiev
Summer 1968 11-18 Irkutsk
Summer 1968 An-24 Bratsk, Novokuznetsk-Barnaul
Winter 1968 11-18 Irkutsk-Khabarovsk
Summer 1969 An-24 Novokuznetsk-Novosibirsk
Winter 1969 An-24 Novosibirsk-Omsk
Summer 1971 11-18 Kustanai/Aktyubinsk-Min'Vody-Sochi
A Api 1973) L106 Omsk-Rostov

From Irkutsk to:

Summer 1969 11-18 Krasnoyarsk-Volgograd-Sochi

From Tashkent to:

Summer 1967 11-18 Alma Ata-Novosibirsk-Krasnoyarsk-

Irkutsk-Magadan

From Yakutsk to:

145 Jun 1968 11-18 Krasnoyarsk-Magnitogorsk-

Min'Vody-Sochi

Aeroflot Latvia

Dincume Soe:
1 Jun 1960 L1-18° ~~ Riga

289
 From Stoel
ides Riga to:
ht heal
1 Jun 1960 iilaalte! Leningrad
Summer 1961 df Saks) Simferopol-Sochi
Winter 1961 anise) Kiev-Odessa-Simferopol-Sochi
Summer 1962 T=10 Kiev-Rostov-Min 'Vody
5 Apr 1963 tiles! Gorkiy-Sverdlovsk
14 May 1963 Tbs 3} Kazan-Sverdlovsk-Omsk-Novosibirsk
Summer 1965 11-14 Vilnius-Lvov-Kishinev
Summer 1965 stdWessif} Donetsk-Tbilisi-Baku
Summer 1965 lisa} Kharkov-Krasnodar-Yerevan
1 Sep 1965 11-14 Vilnius-Minsk
Summer 1966 11-18 Leningrad-Arkhangelsk
Summer 1966 ibs its} Kharkov-Volgograd-Tashkent
Summer 1966 An-24 Tallin
Summer 1966 An-24 Liepaya-Kaliningrad
Summer 1968 An-24 Minsk-Kiev-Zaporozhye
Winter 1968 Tees a8) Kuybyshev-Ufa-Karaganda-Alma Ata
Winter 1968 An-24 Vilnius-Kiev-Dnepropetrovsk
Summer 1969 Tee} Simferopol-Sukhumi
Summer 1969 bao Lvov-Kishinev
Summer 1969 iio Voroshilovgrad-Min'Vody
Summer 1969 An-24 Vilnius-Gomel-Dnepropetrovsk
1 Apr 1970 An-24 Leningrad-Petrozavodsk-Arkhangelsk
Summer 1970 TELS8 Sukhumi -Baku
1 Jun 1970 An-24 Minsk-Kiev-Berdyansk
Summer 1971 An-24 Petrozavodsk-—Murmansk
Summer 1971 An-24 Minsk-Vinnitsa-Chernovtsy
3 Apr 1972 leet Perm-Omsk-Novosibirsk
15 May 1972 An-24 Minsk-Poltava-Anapa
15 May 1972 An-24 Minsk-Kiev-Kirovograd
16 May 1972 An-24 Daugavpils-Minsk
16 May 1972 An-24 Vilnius-Kiev-Cherkassy
al jou 1972 TBTbsits) Gorkiy-Sverdlovsk-Krasnoyarsk
15 May 1963 An-24 Minsk-Poltava-Zhdanov
15 Jun 1973 Leaks! Rostov-—Dushanbe
15 Jul 1973 ad Gorkiy-Chelyabinsk-Krasnoyarsk
10 Oct ulW/3} 11-18 Kuybyshev-Tselinograd-Alma Ata (planned)
Summer 1973 An-24 Rovno-Nikolayev

Aeroflot Lithuania

From Moscow to:

Jul 1963 Vilnius
May 1967 Kaunas-Klaipeda
Jun
R We
to 1971 Palanga

From Druskininkai to:

1 Jun 1965 Kaunas-Ri ga-Leningrad

From Kaunas to:

1 Sep 1971 Tae Shaulyai-Leningrad
From Klaipeda to:

Summer 1965 I1-14 Riga-Leningrad

Summer 1965 I1-14 Kaunas-Vilnius-Minsk-Lvov
Summer 1971 An-24 Kaunas-Vilnius-~Kiev-Kharkov
t Apr 1972 An-24 Riga-Tallin
1 Apr 1972 An-24 Kaunas-Vilnius-Kiev-Odessa

From Vilnius to:

1 Jul 1963 Tu-124 Leningrad
il AIL 1963 Tu-124 Kiev-Simferopol
15 Nov 1963 Tu-124 Kiev-Simferopol-Sochi
Summer 1965 Tu-124 Kiev-Rostov-Min'Vody
Summer 1965 Tu-124 Simferopol
Summer 1966 Tu-124 Kiev-Gudauta
Summer 1966 Tu-124 Kiev-Odessa
Summer 1969 Tu-124 Kiev-Dnepropetrovsk-Krasnodar

290
 Jul 1969 Tu-124 Gorkiy-Sverdlovsk
m= Nov 1969 E144 Lvov
Apr 1972 Tu-124 Dnepropetrovsk-Krasnodar-Tbilisi
Apr 1972 Tu-124 Leningrad-—Murmansk
fea May 1972 Tu-124 Donetsk-Sochi
Jun 1972 Tu-124 Donetsk-Tbilisi
Jun 1972 Tu-124 Voroshilovgrad-Tbhilisi
Jun 1975 Tu-124 Kiev-Simferopol-Sochi-Yerevan
Jun 1973
PRYRUWRUR An-24 Kiev-Zaporozhye-Anapa

Aeroflot Magadan

From Magadan to:

Summer 1968 An-24 Okhotsk-Nikolayevsk-Khabarovsk
Winter 1968 An-24 Petropavlovsk (Kamchatka)
Summer 1969 Teele} Khabarovsk, Anadyr
Winter 1969 elie Yakut sk-Novosibirsk-Sverdlovsk
Summer 1972 An-24 Okhotsk-Nikolayevsk-Komsomolsk-
Vladivostok
20 May 1973 Lsiilts} Novosibirsk-Sverdlovsk-Simferopol

Aeroflot Moldavia

From Moscow to:

Summer 1961 Kishinev

From Kishinev to:

1962 Donetsk-Min'Vody
1962 Simferopol-Sochi
1962 Minsk-Leningrad
1965 Krasnodar-Min'Vody
1965 Donetsk-Kuybyshev-Sverdlovsk
1966 Rostov-Baku
1968 Leningrad-Arkhangelsk
1968 Rostov-Volgograd
1968 Kiev
1968 Kharkov-Gorkiy
1968 Dnepropetrovsk-Kharkov
1968 Zaporozhye-Voroshilovgrad
1969 Kiev-Vilnius-Kaliningrad
1969 Simferopol-Sukhumi (-Tbilisi Winter 1969)
1969 Leningrad-Vorkuta
1969 Dnepropetrovsk-Voronezh
1970 Leningrad-Syktyvkar
AO 7A Lvov
1971 Rostov-Volgograd-Chelyabinsk/
Magnitogorsk-Karaganda
L974 Rostov
1971 Donetsk
1972 Min'Vody-Baku
1972 Rostov-Akt yubinsk-Tashkent
Ww K-4 » « 1972 Rostov-Magnitogorsk-Karaganda-
Novosibirsk
1972 Leningrad-Murmansk
BRR = ny) 1972 Volgograd-Ulyanovsk
DAD 1972 Kherson-Anapa-Kutaisi
1972 Sochi-Yerevan
1973 Chernovtsy
1973 Voroshilovgrad-Ufa
> ue}K 1973 Gorkiy-Sverdlovsk
1973 Kiev-Brest
= 1973 Donetsk-Saratov
Jun 11975 Tbilisi
Jun 1973
BPRUR
RRR Sochi-Stavropol

291
 Aeroflot Moscow Transport

Fromee Moscow
Se to:
eee neeeeeeeeee
15 Sep 1956 Tu-104 Omsk-Irkutsk
7 Oct 1956 Tu-104 Tashkent
15 Oct 1956 GhbiewiOv Wbayuabsufshe
Jan 1957 Tu-104 Omsk-Irkutsk-Khabarovsk
24 Oct 1957 Tu-104 Omsk-Irkutsk-Khabarovsk-
Petropavlovsk (Kamchatka)
8 Jan 1958 Tu-104 Omsk-Irkutsk-Vladivostok
1 Apr 1959 T1-18 Sochi
15 May 1959 Tu-104 Krasnovodsk
1 Aug 1959 Tu-104 Sverdlovsk-Novosibirsk
Winter 1959 11-18 Leningrad-Murmansk
6 Jan 1960 11-18 Novosibirsk-Krasnoyarsk-Yakutsk
15 May 1960 11-18 Rostov
24 Nov 1960 11-18 Krasnoyarsk
21 Apr 1961 Tu-114 Khabarovsk
Summer 1961 Tu-104 Omsk, Min'Vody
Summer 1961 11-18 Sverdlovsk-Krasnoyarsk
2 Oct 1962 Tu-124 Tallin
10 Nov 1962 Tu-124 Ulyanovsk
4 Dec 1962 Tu-124 Gorkiy
4 Jan 1963 Tu-124) Kazan
1 Jan 1963 Tu-124 Stavropol-Min'Vody
13 May 1963 Tu-124 Murmansk
Summer 1963 11-18 Zaporozhye, Krasnodar
15 Aug 1963 11-18 Gudauta
15 May 1964 11-18 Krasnoyarsk-Yakutsk-Magadan
tent 1964 ella 13 Sukhumi
27 Aug 1964 11-18 Norilsk
Winter 1964 11-18 Volgograd
Summer 1965 11-18 Sverdlovsk-Bratsk
Summer 1965 11-18 Donetsk/Voroshilovgrad-Sukhumi
Summer 1966 11-18 Kemerovo-Bratsk
Summer 1967 11-18 Barnaul, Novokuznetsk
144 Jul 1967 Tu-134 Sochi
Winter 1967 Tu-114 Tashkent
Summer 1968 11-18 Tomsk
Winter 1968 Tu-114 Alma Ata
16 Dec 1968 11-18 Tiksi-Cherskiy
Summer 1970 Tu-134 Kaliningrad, Kishinev
Summer 1970 11-18 Batumi, Ulyanovsk-Ufa
9 Feb 1972 Tu-154 Min'Vody
24 Mar 1972 11-18 Khatanga-Cape Schmidt
2 Apr 1972 Tu-134 Tyumen-Surgut
1 Apr 1973 Tu-154 Chelyabinsk, Omsk
15 May 1973 11-18 Omsk-Bratsk-Magadan
Aeroflot North

From Moscow to:

15 Apr 1959 Tu-104 Leningrad
25 Feb 1963 11-18 Arkhangelsk
15 May 1964 Li-2 Vologda-Kotlas-~Arkhangelsk
3 Aug 1964 11-14 Novgorod
15 May 1965 Li=2 Kargopol-Onega-Arkhangelsk
21 May 1965 Tu-124 Petrozavodsk
15 May 1966 Li-2 Vologda-Velsk-Berezniki-Arkhangelsk
15 May 1968 An-24 Kotlas
15 Nov 1970 An-24 Petrozavodsk-Kirovsk
15 May 1971 An-24 Pskov
15 May 1971 Yak-40 Cherepovets, Vologda-Kotlas

From Arkhangelsk to:

Jan 1959 T1-14 Murmansk
Summer 1963 11-18 Simferopol
17 Jun 1964 11-18 Krasnodar-Sochi
Summer 1966 11-18 Rostov-Min'Vody

292
 1 Jun 1966 11-18 Kiev-Odessa
Winter 1970 11-18 Leningrad-Kaliningrad
1 Apr 1972 An-24 Kirov-Sverdlovsk
2 Apr 1972 An-24 Kirov-Gorkiy
tPApm 1973) An=24 Kotlas—Perm-Sverdlovsk
15 May 1973 11-18 Moscow-Donetsk

From Kotlas to:

15 May 1970 Yak-40 Vologda-Leningrad
1 Jun 1971 Yak-40 Syktyvkar

From Murmansk to:

May 1968 Tu-124 Leningrad-Kiev-Odessa

Summer 1968 Tu-124 Leningrad-Minsk
Summer 1971 Tu-134 Leningrad-Sochi
1 Apr 1972 Tu-134 Leningrad-Kaliningrad
From Novgorod to:
15 May 1973 An-24 Kiev-Simferopol
From Petrozavodsk to:
1 Jun 1970 Tu-134 Krasnodar-Sochi
Summer 1971 Tu-134 Kharkov-Simferopol

From Pskov to:

Summer 1970 An-24 Velikiye-Luki-Minsk-Kiev

2 Jun 1972 An-24 Kiev-Dnepropetrovsk-Simferopol
15 May 1973 An-24 Leningrad-Arkhangelsk
From Leningrad to:
15 May 1959 Tu-104 Sverdlovsk-Tashkent
21 May 1959 Tu-104 Sverdlovsk-Novosibirsk-Irkutsk-
Vladivostok
23 May 1959 11-18 Sochi
7 Jul 1959 Tu-104 Kiev
1 Aug 1959 Tu-104 Simferopol
Winter 1960 11-18 Min'Vody
Winter 1960 11-18 Zaporozhye-Krasnodar
Winter 1960 11-18 Arkhangelsk-Norilsk
3 Feb 1961 11-18 Omsk-Krasnoyarsk
Summer 1961 Tu-104 Odessa, Kuybyshev-Tashkent
Summer 1961 11-18 Kharkov-Sochi
Summer 1962 11-18 Krasnoyarsk-Khabarovsk
27 Feb 1963 11-18 Murmansk, Arkhangelsk
Summer 1964 11-18 Gudauta, Volgograd
Summer 1964 11-18 Gorkiy-Ufa
15 Jun 1964 11-18 Lvov
1 Jul 1964 11-18 Sukhumi
Summer 1964 11-18 Sverdlovsk-Novosibirsk-Irkutsk-
Yuzhno-Sakhalinsk
Summer 1964 11-18 Kazan-Chelyabinsk-Karaganda-Alma Ata
15 Nov 1964 Tu-124 Kaliningrad
Summer 1965 11-18 Gorkiy-Krasnoyarsk-Vladivostok
Summer 1965 11-18 Kharkov-Rostov
Summer 1965 An-24 Vologda
15 Jun 1966 11-18 Chelyabinsk-Frunze
15 Jun 1966 11-18 Voroshilovgrad-Min'Vody
Winter 1967 11-18 Ufa/Magnitogorsk-Tashkent-Dushanbe
Winter 1967 11-18 Tyumen-Frunze
Winter 1967 11-18 Kustanai-Karaganda-Alma Ata
16 Nov 1967 11-18 Omsk-Krasnoyarsk-—Magadan-Petropavlovsk
May 1968 11-18 Tashkent-Samarkand/Fergana
May 1968 An-24 Kirovsk, Kotlas
Summer 1969 Tu-104 Ulyanovsk-Tashkent
Summer 1969 Tu-104 Chelyabinsk-Omsk-Chita-Khabarovsk
Summer 1969 11-18 Ufa-Krasnoyarsk-Blagoveshchensk-
Khabarovsk

293
Summer 1969 11-18 Perm/Tyumen-Omsk-Irkutsk-Khabarovsk
Summer 1970 An-24 Novgorod-Kiev-Cherkassy
Summer 1971 11-18 Ivano-Frankovsk
Summer 1971 An-24 Minsk-Cherkassy
Summer 1971 11-18 Astrakhan
Summer 1971 11-18 Tyumen-Novokuznet sk-Irkutsk-Khabarovsk
1 Apr 1972 Tu-104 Sverdlovsk-Alma Ata ;
1 Apr 1972 11-18 Tselinograd-Ust 'Kamenogorsk
15 May 1972 11-18 Batumi

Aeroflot North-Caucasia

From Moscow
ERTAIAS AAA to:
AS
20 Jan 1961 An-10 Rostov
Summer 1961 An-10 Krasnodar, Sochi
14 Jan 1963 Tu-124 Kharkov-Min'Vody
21 Jan 1963 Tu-124 Volgograd
Summer 1966 An-10 Rostov-Groznyy
Summer 1966 An-24 Voronezh-Rostov-Gelendzhik
15 Jun 1966 An-10 Anapa
Summer 1967 An-24 Voronezh-Rostov-Maikop
May 1968 11-14 Voronezh-Uryupinsk
May 1968 11-14 Penza-Kamyshin
Summer 1968 An-24 Kharkov-Novorossiysk
Summer 1969 An-10 Ordzhonikidze
Summer 1969 An-10 Groznyy
1 Apr 1973 Tu-134 Groznyy

From Anapa to:

Summer 1966 An-10 Leningrad
Summer 1966 An-10 Kuybyshev-Sverdlovsk
Summer 1969 An-24 Donetsk (-Kiev Summer 1970)
Summer 1970 An-24 Severodonetsk-Kiev

From Astrakhan to:

Winter 1968 An-24 Uralsk-Ufa-Sverdlovsk
Winter 1968 An-24 Uralsk-Kuybyshev
Winter 1969 An-24 Kuybyshev-Kazan-Gorkiy
Winter 1970 11-14 Shevchenko-Krasnovodsk
15 May 1973 An-24 Rostov-Kiev-Minsk-Kaliningrad

From Gelendzhik to:

15 May 1969 An-24 Donetsk

From Groznyy to:

May 1968 11-14 Shevchenko
15 May 1969 An-24 Krasnodar-Simferopol

From Krasnodar to:

15 May 1968 An-24 Kiev
15 Nov 1968 An-24 Rostov-Kharkov
15 Nov 1968 An-24 Donetsk-Kiev
15 Nov 1968 An-24 Gelendzhik-Odessa (-Lvov Summer 1969)
15 Nov 1968 An-24 Stavropol-Saratov-Gorkiy
Winter 1968 An-24 Kutaisi-Tbilisi, Tbilisi
15 May 1971 An-24 Min'Vody-Shevchenko
Summer 1971 An-24 Voroshilovgrad-Kiev
1 Apr 1972 An-24 Groznyy-Krasnovodsk
2 Apr 1972 An-24 Novorossiysk-Odessa
From Min'Vody to:
May 1963 Tu-124 Tbilisi, Rostov-Lvov
Winter 1963 Tu-124 Kiev-Vilnius
Summer 1964 Tu-124 Zaporozhye-Minsk
Summer 1964 Tu-124 Simferopol-Kiev-Kaliningrad
Summer 1964 Tu-124 Gorkiy

294
Summer 1964 Tu-124 Krasnodar-Odessa
Summer 1964 Tu-124 Volgograd-Ufa
Summer 1965 11-14 Shevchenko
Summer 1966 Tu-124 Sochi
Summer 1966 Tu-124 Donetsk-Lvov
Winter 1969 Tu-124 Aktyubinsk-Omsk
Winter 1969 Tu-124 Zaporozhye-Vilnius
Winter 1970 Tu-124 Kuybyshev-Tyumen
Summer 1971 Tu-124 Kharkov-Leningrad
2 Apr 1972 Tu-124 Ulyanovsk-Perm
1 Jun 1972 Tu-124 Penza
From Rostov to:
Summer 1961 An-10 Min'Vody-Tbilisi
Summer 1961 An-10 Kuybyshev-Sverdlovsk
Winter 1962 An-10 Kharkov-Minsk
1 Jun 1963 Tu-124 Simferopol
15 Nov 1963 Tu-124 Odessa
Winter 1964 An-10 Kharkov-Leningrad
41 Jul 1965 An=10 Kiev
Summer 1968 An-24 Zaporozhye/Dnepropetrovsk-Kiev
Winter 1968 An-24 Groznyy/Stavropol-Baku
Winter 1968 An-24 Kuybyshev-Perm
Winter 1968 An-24 Volgograd-Saratov
1 Apr 1972 An-24 Min'Vody-Shevchenko
2 Apr 1972 An-10 Baku-Tashkent
1 Apr 1973 An-24 Kiev-Minsk
1 Apr 1973 An-24 Kiev-Brest
15 May 1973 Tu-134 Leningrad
15 May 1973 Tu-134 Ufa-Novosibirsk

From Sochi to:

12 Dec 1961 An-10 Kuybyshev-Omsk-Novosibirsk

15 May 1962 An-10 Rostov-Leningrad
Summer 1964 Tu-124 Volgograd-Gorkiy

From Stavropol to:

Summer 1970 An-24 Donet sk-Kharkov-Kiev
Summer 1970 An-24 Simferopol-Odessa
Summer 1971 An-24 Min'Vody-Groznyy-Shevchenko
Apr 1972 An-24 Tbilisi-Baku
Apr 1972 An-24 Volgograd-Kuybyshev
Apr 1972 An-24 Voroshilovgrad-Dnepropetrovsk-Kiev
Apr 1972 An-24 Dnepropetrovsk-Minsk-Leningrad
Apr 1972 An-24 Volgograd-Saratov-Gorkiy
Apr 1973 An-24 Volgograd-Kuybyshev-Ufa-Sverdlovsk
RR Apr 1973
PRNYNVR An-24 Voroshilovgrad-Zaporozhye-Kiev

From Volgograd to:

Summer 1961 An-10 Leningrad
Summer 1963 Tu-1i124 Kiev, Odessa, Sochi, Tbilisi
Summer 1963 Tu-124 Gorkiy-Leningrad
Summer 1963 Tu-124 Kuybyshev-Kazan
Winter 1963 Tu-124 Rostov-Simferopol
Summer 1964 Tu-124 Krasnodar-Odessa
Winter 1964 Tu-124 Kharkov-Minsk
Summer 1965 Tu-124 Donetsk-Lvov
Winter 1968 Tu-124 Kuybyshev-Chelyabinsk
Summer 1969 Tu-124 Sverdlovsk (-Novosibirsk Winter 1969)
Summer 1969 Tu-124 Kazan-Sverdlovsk
Summer 1970 Tu-124 Ulyanovsk
Summer 1970 Tu-124 Kazan-Perm
Summer 1971 Tu-124 Zaporozhye-Vilnius
Summer 1971 Tu-124 Dnepropetrovsk-Tallin
3 Apr 1972 Tu-124 Ufa-Tyumen
15 May 1973 Tu-124 Minsk
1 Apr 1973 Tu-124 Magnitogorsk-Karaganda-Alma Ata

295
 Aeroflot Polar Aviation

From aN
pL Moscow to:

10 Jan 1961 11-18 Tiksi-Magadan

Summer 1961 11-18 Tiksi-Gizhiga
Summer 1961 11-18 Tiksi-Pevek
17 Aug 1961 11-18 Tiksi-Anadyr
Summer 1963 11-18 Khatanga-Tiksi
Winter 1964 11-18 Tiksi-Chokurdakh
15 May 1967 11-18 Tiksi-Petropavlovsk (Kamchatka)

Note : All-Union services of the Polar Aviation Directorate

were taken over by the Moscow Transport Directorate
w.e.f. 15 Nov 1968

Aeroflot Tadzhikistan

From Moscow to:

2 Mar 1960 11-18 Dushanbe
de June 9620err—15; Leninabad

From Dushanbe to:

Summer 1961 11-18 Tashkent
Summer 1961 11-18 Baku-Min'Vody
Summer 1961 11-18 Ashkhabad-Sochi
Summer 1963 11-18 Leninabad-Alma Ata-Novosibirsk
15 Jun 1964 11-18 Kuybyshev
2 Jul 1965 11-18 lLeninabad-Chelyabinsk
4 Jul 1965 11-18 Leninabad-Sverdlovsk
16 Sep 1965 11-18 Leninabad-Frunze-Alma Ata
Summer 1966 11-18 Min'Vody-Simferopol-Kiev
Summer 1966 11-18 Tbilisi-Sochi
Summer 1969 11-18 Leninabad-Kuybyshev-Kazan
Summer 1969 An-24 Leninabad-Namangan
15: Jun 1971 11-18 Volgograd
20 Jun 1971 11-18 Novosibirsk
16 May 1972 11-18 Min'Vody-Minsk
JO. Maye197 20 Ll=4d3 Volgograd-Rostov/Krasnodar-Odessa

From Leninabad to:

5 May 1971 An-24 Nukus-Shevchenko-Min'Vody
1 Apr 1972 An-24 Alma Ata-Semipalatinsk-Novosibirsk
1 Jun 1972 An-24 Dzhezkazgan-Aktyubinsk-Orenburg
2 Jun 1972 An-24 Kzyl-Orda-Aktyubinsk-Ufa

Aeroflot Turkmenistan

From Moscow to:

1 Jul 1959 11-18 Ashkhabad

15 May 1960 11-18 Krasnovodsk
i7eJunel OP one —10 Tashauz-—-Chardzhou
1 Jun 1973 11-18 Chardzhou

From Ashkhabad to:

Summer 1961 11-18 Min'Vody-Simferopol
Summer 1961 11-18 Krasnovodsk-Krasnodar-Simferopol
Summer 1962 11-18 Krasnovodsk-Tbilisi-Sochi-Simferopol
15e0un 1962" 1-18 Krasnovodsk-Astrakhan-Kuybyshev
15) June 1962) 010 Tashkent-Alma Ata
1 Jun 1964 11-18 Krasnovodsk-Rostov-Kiev
Summer 1966 11-18 Krasnovodsk-Kharkov-Leningrad
Summer 1966 An-24 Mary-Samarkand-Tashkent
Summer 1967 An-24 Nebit Dag-Baku
Summer 1967 An-24 Samarkand-Tashkent-Frunze
Summer 1968 11-18 Tashkent-Alma Ata-Novosibirsk

296
11 Jun 1969 11-18 Krasnodar
15 Nov 1969 11-18 Chardzhou-Tashkent
2 Jun 1970) 1-18 Kiev, Volgograd
100 Jun) 1974) E18 Magnitogorsk-Sverdlovsk
teScepe1 oye Ll 46 Magnitogorsk-Chelyabinsk
1 Apr 1972 An-24 Mary-Tashkent
il ajien, sGy/e) atilesaks) Donetsk-Leningrad
1 Jun 1972 11-18 Rostov-Minsk
2 Jun 1972 An-24 Tashauz-Aktyubinsk-Ufa
1 Apr 1973 I1-18 Chardzhou-Alma Ata-Novosibirsk

From Krasnovodsk to:

May 1970 11-14 Kislovodsk-Krasnodar/Rostov

From Tashauz to:

1 Jun 1972 An-24 Tashkent

Aeroflot Tyumen

From
ct Moscow
Tate PRR RAL to:
RENE
15 Nov 1968 An-24 Gorkiy-Syktyvkar-Salekhard
15 Nov 1968 An-24 Kazan-Tyumen-Surgut
Winter 1972 Tu-134 Tyumen-Nizhnevartovskiy

From Salekhard to:

15 May 1968 An-24 Pechora

From Surgut to:

Summer 1969 An-24 Tyumen-Ufa-Saratov-Donetsk-Sochi
1 Apr 1972 An-24 Tobolsk-Omsk
2 Apr 1972 An-24 Tomsk-Novosibirsk
15 May 1972 An-24 Omsk
16 May 1972 An-24 Tyumen-Perm-Kazan

From Tyumen to:

15 Jun 1969 An-24 Perm-Kazan
15 Jun 1969 An-24 Ufa-Kuybyshev
Summer 1970 An-24 Kuybyshev-Rostov-Anapa
Summer 1971 An-24 Ufa-Saratov-Volgograd-Krasnodar
1 Jun 1971 An-24 Omsk-Karaganda-Alma Ata
15 Nov 1971 An-24 Chelyabinsk-Magnitogorsk
1 Apr 1973 Tu-134 Kuybyshev-Sochi/Simferopol
1 Apr 1973 Tu-134 Leningrad

Aeroflot Ukraine

From Moscow to:

7 Jul 1959 Tu-104 Kiev

22 Jul 1959 An-10 Simferopol
Summer 1960 An-10 Donetsk, Kharkov, Odessa
Winter 1960 An-10 Dnepropetrovsk
21 Feb 1961 An-10 Lvov
12 Mar 1961 An-10 Zaporozhye
17 May 1962 An-10 Kiev-Ivano-Frankovsk
Summer 1962 An-10 Vinnitsa
15 May 1963 An-10 Kherson
1 Dec 1963 An-24 Voroshilovgrad
15 May 1964 An-10 Krivoi-Rog
8 Feb 1965 An-24 Bryansk-~Kiev-Chernovtsy
15 May 1965 An-10 Nikolayev
Summer 1967 An-24 Kiev-Lvov-Uzhgorod
Winter 1968 An-24 Severodonetsk
3 Jun 1970 An-10 Poltava
Summer 1971 An-24 Cherni gov-Lvov

297
 From Leningrad to:

15 May 1960 An-10 Kharkov

Summer 1961 An-10 Donetsk, Lvov
15 May 1963 An-10 Dnepropetrovsk
1 Jun 1964 An-10 Kherson
1 Jun 1965 An-10 Nikolayev
LD May 1968 Ti=15 Voroshilovgrad

Summer 1961 An-10 Kiev, Kharkov,

Summer 1961 An-10 Donetsk-Kiev
Winter 1961 An-10 Simferopol-Odessa-Lvov
Summer 1964 An-10 Voroshilovgrad
May 1965 An-10 Zaporozhye
1 Jun 1965 An-10 Dnepropetrovsk

From Donetsk to:

Summer 1970 An-24 Min'Vody-Yerevan

From Kharkov to:

May 1961 An-10 Sverdlovsk-Novosibirsk
May 1965 An-10 Chelyabinsk-Omsk-Novosibirsk-Kemerovo
Apr 1972 An-24 Severodonetsk-Min'Vody
Apr 1972 An-24 Voroshilovgrad-Min'Vody

From Kiev to:

May 1961 An-10 Donetsk-Min'Vody
May 1961 Tu-104 Sverdlovsk-Novosibirsk-Irkutsk-
Khabarovsk
a Jun 1961 Tu-104 Simferopol
Winter 1961 An-10 Minsk
Summer 1962 An-10 Kharkov-Kuybyshev
Winter 1962 An-10 Kharkov-Kazan-Sverdlovsk-Omsk
Winter 1967 Li=n3) Donetsk-Chelyabinsk-Novosibirsk
15 May 1968 Tu-104 Tbilisi
May 1968 Pilato Dnepropetrovsk-Chelyabinsk-Novosibirsk
May 1968 An-10 Zaporozhye/Voroshilovgrad-Kazan-
Sverdlovsk
May 1968 11=18 Barnaul-Irkutsk-Khabarovsk
Summer L974 Tu-134 Ufa-Tyumen/Omsk
1 Apr 1972 An-24 Zaporozhye-Min'Vody
i) May 1972 An-24 Zhdanov-Min'Vody
16 May 1972 An-24 Severodonetsk-Anapa

From Lvov to:

Nov 1962 An-10 Kiev-Kharkov-Gorkiy
Nov 1962 An-10 Kiev-Dnepropetrovsk-Rostov-Min'Vody
15 Jun 1964 An-10 Dnepropetrovsk-Sochi
15 May 1971 An-10 Donetsk-Krasnodar
Apr 1972 An-24 Kherson-Rostov-Min'Vody
Apr 1972 An-24 Nikolayev-Rostov-Min'Vody
May 1973 Lis18 Dnepropetrovsk/Donetsk-Chelyabinsk-
Novosibirsk

From Odessa to:

May 1961 An-10 Simferopol-Krasnodar
May 1962 An-10 Kharkov-Kuybyshev-Sverdlovsk
May 1962 Tu-104 Kuybyshev-Novosibirsk-Irkutsk-
Khabarovsk-Vladivostok
Winter 1964 Tu-104 Simferopol-Min'Vody-Kuybyshev-Omsk-
Novosibirsk
15 May 1965 An-10 Kharkov-Ufa-Sverdlovsk
£ Jul 1965 Tu-104 Sukhumi
Winter 1969 Tu-104 Kiev-Ulyanovsk
15 May Mes | Tu-104 Aktyubinsk-Alma Ata

298
 From Simferopol to:
Nov 1968 11-18 Kiev-Kaliningrad

Aeroflot Ural

From Moscow to:

Winter 1969 11-18 Sverdlovsk

15 Sep 1962 11-18 Sverdlovsk-Kemerovo
18 Jan 1963 11-18 Chelyabinsk
16 Feb 1965 11-18 Perm
15 May 1965 An-24 Kazan-Magnitogorsk
Summer 1967 11-18 Tyumen, Magnitogorsk
15 May 1968 11-18 Kirov
15 May 1971 11-18 Kurgan

From Chelyabinsk to;

2 Apr 1963 11-18 Sochi
1 Jul 1963 11-18 Rostov-Simferopol
2 Jul 1963 11-18 Krasnodar-Simferopol
Summer 1963 11-18 Leningrad
Nov 1963 11-18 Omsk-Novosibirsk-Krasnoyarsk
Nov 1964 11-18 Gorkiy-Leningrad
May 1965 11-18 Kazan-Leningrad
4 Jul 1965 11-18 Min'Vody
15 Nov 1967 11-18 Kharkov-Kiev
Nov 1967 11-18 Volgograd-Odessa
15 May 1969 11-18 Karaganda-Alma Ata
15 May 1969 11-18 Kiev-Lvov
1 Jul 1969 11-18 Zaporozhye-Odessa

From Gorkiy to:

May 1971 11-18 Sverdlovsk-Bratsk-Khabarovsk
3 Apr 1972 11-18 Sverdlovsk-Ulan-Ude-Khabarovsk

From Izhevsk to:

Winter 1968 An-24 Kuybyshev-Volgograd-Min'Vody-Sochi
15 Nov 1969 An-24 Kirov-Leningrad
Summer 1971 An-24 Ulyanovsk-Voronezh-Kharkov-Simferopol
Winter 1971 An-24 Penza-Voronezh-Kiev
1 Apr 1972 An-24 Saratov-Rostov-Krasnodar

From Kemerovo to:

Summer 1965 11-18 Sverdlovsk-Volgograd-Sochi

Summer 1965 11-18 Sverdlovsk-Min'Vody
145 Jun 1971 11-18 Sverdlovsk-Simferopol

From Kirov to:

May 1965 11-18 Leningrad

Summer 1969 An-24 Penza-Volgograd-Min'Vody-Sochi
Summer 1969 An-24 Penza-Kharkov-Simferopol
Nov 1971 An-24 Ufa-Chelyabinsk-Omsk-Novosibirsk
15 May 1973 An-24 Kuybyshev-Volgograd

From Kurgan to:

Summer 1971 An-24 Magnitogorsk-Guriev-Min'Vody-Sochi

From Magnitogorsk to:

May 1969 An-24 Kazan-Gorkiy
1 Jun 1969 11-18 Krasnodar-Simferopol
Nov 1969 An-24 Guriev-Min' Vody
Winter 1971 An-24 Kuybyshev-Kharkov-Kiev
16 May 1972 An-24 Dzhezkazgan-Tashkent
1 Apr 1973 An-24 Chelyabinsk-Sverdlovsk-Surgut

299
 From
See Perm
eee to:

15 May 1965 11-18 Leningrad

Summer 1965 11-18 Min'Vody-Sochi
Summer 1965 11-18 Sverdlovsk-Tashkent
14 Jun 1969 11-18 Kharkov-Simferopol
15 May 1971 An-24 Ulyanovsk-Voronezh-Kharkov-Kiev
1 June1971911=16 Kirov-Min'Vody-Sochi
1 Apr 1972 An-24 Ufa-Magnitogorsk
1 Apr 1972 An-24 Sverdlovsk-Kurgan-Omsk-Novosibirsk
deJone107 2S Kirov-Krasnodar-Sochi
1 Jun 1973 An-24 Kurgan-Karaganda-Alma Ata

From Surgut to:

May 1971 11-18 Sverdlovsk-Sochi
15 Jun 1971 11-18 Tyumen-Sverdlovsk-Simferopol

From Sverdlovsk to:

Summer 1959 11-18 Sochi
Nov 1959 11-18 Kuybyshev-Rostov-Sochi
May 1960 11-18 Min'Vody
May 1961 11-18 Krasnodar-Simferopol
Summer 1962 11-18 Leningrad
May 1964 11-18 Omsk-Krasnoyarsk
1 Jul 1964 11-18 Gudauta
1 Jul 1964 11-18 Ufa-Volgograd-Sukhumi
Nov 1964 11-18 Chelyabinsk-Kuybyshev-Kiev-Lvov
Nov 1964 11-18 Karaganda-Alma Ata
May 1965 0.2l=16 Gorkiy-Leningrad
1965 11-18 Simferopol
BRRaa
eeB35 1965 An-24 Tyumen-Urai
May 1968 11-18 kKrasnoyarsk-Khabarovsk
May 1969 An-24 Izhevsk-Gorkiy
Jun 1970 An-24 Ulyanovsk-Volgograd-Anapa
oR
rR May 197 1a tL—418 Kiev-Lvov
Apr 1972 An-24 Surgut
> i=) to) 1972 An-24 Tobolsk-Surgut
Apr 1972 An-24 Magnitogorsk-Orenburg
Apr 1972 An-24 Kuybyshev-Volgograd-Dnepropetrovsk
Apr 1973 An-24 Nab'Chelny
Apr 1973
PRYRRRURU An-24 Tobolsk-Nizhnevartovskiy

From Tyumen to:

Summer 1967 11-18 Sverdlovsk-Min'Vody
15 Jun 1969 11-18 Sverdlovsk-Simferopol
15 Jun 1969 11-18 Sverdlovsk-Min'Vody-Sochi

Aeroflot Uzbekistan

From Moscow to:

Dec 1964 11-18 Nukus

Feb 1967 11-18 Samarkand-(a)Bukhara
Jul 1967 11-18 Fergana
VnMay
wre 1968 11-18 Urgench
Nov 1968 11-18 Andizhan (b)
Note: (a) by special An-24 connecting service
(b) replacing direct flights to Fergana

From Nukus to:

Winter 1964 11-18 Baku-Min'Vody

From Fergana/Samarkand/Urgench to:

May 1968 11-18 Min'Vody-Simferopol

300
 From Tashkent to:
May 5) Novosibirsk
1 Jul 1959 Baku-Sochi
Nov 1959 Alma Ata
Nov 1959 Baku-Min'Vody
Summer 1961 Tbilisi-Simferopol
Summer 1961 Sochi
Summer 1961 Kuybyshev, Sverdlovsk
Winter 1961 Karaganda-Omsk
15 May 1963 Chelyabinsk
1 Jun 1964 Simferopol-Odessa
1 Jul 1964 Novosibirsk-Irkutsk
15 Nov 1964 Krasnodar-Kiev
Winter 1964 Ufa-Kazan
Summer 1967 Rostov-Lvov
Summer 1967 Donetsk-Minsk
Summer 1969 Dnepropetrovsk-Lvov
Summer LOT Kemerovo
1 Apr 1972 Ufa-Gorkiy
3) Apr 1972 Volgograd-Dnepropetrovsk
15 Apr 1972 Semipalatinsk-Kemerovo
1 Apr ASI} Sukhumi-Odessa

Aeroflot Volga

From Moscow to:

25 May 1962 Kuybyshev-Orenburg
5 Feb 1963
16 Aug 1963
Summer 1964
Summer 1966 Balakovo
Summer 1967 Kuybyshev-Ufa-Beloretsk
Summer 1969 Kazan-Neftekamsk-Oktyabrskiy
5 Mar 1971 Kazan-Nab'Chelny

From Balakovo to:

15 Jun 19721 Saratov-Min'Vody-Sukhumi

From Beloretsk to:

1 Jun L974 Ufa-Bugulma-Saratov-Min'Vody-Sukhumi

From Cheboksary to:

1 Jul 1968 Saransk-Volgograd-Min'Vody-Sukhumi
Summer 1974 Saransk-Penza-Kharkov-Simferopol
Summer 1971 Gorkiy-Ivanovo-Leningrad
Winter 1971 Ufa-Chelyabinsk

From Gorkiy to:

a
ee

Summer 1962 Min'Vody-Sochi

Summer 1963 Leningrad
Summer 1965 Kharkov-Simferopol
Summer 1966 Kazan-Izhevsk-Perm
Winter 1968 Penza-Rostov-Sochi
Winter 1968 Toshkar-Ola/Cheboksary-Sverdlovsk
Summer 1969 Ufa-Chelyabinsk
15 Jun 1969 Penza-Volgograd-Anapa
Nov 1969 Ivanovo-Leningrad
15 May 1970 Moscow-Leningrad
Summer 1970 Dnepropetrovsk-Simferopol
Summer iyi Penza-Kharkov
15 May 1974 Voronezh-Kiev
Winter 1971 Chelyabinsk-Novosibirsk
1 Apr 1972 Voronezh-Kiev-Lvov
ek Apr 1972 Leningrad
il Apr 1972 Kiev-Odessa
2 Apr 1972 Zaporozhye-Simferopol
1 Apr 1973 Tyumen-Novosibirsk
1 Apr Lo 7S Leningrad-Murmansk

301
 From Ioshkar-Ola to:

2 Jul 1968 An-24 Saransk-Volgograd-Min'Vody-Sukhumi

Winter 1969 An-24 Ulyanovsk-Penza-Kharkov-Simferopol

From Kazan
pl to:
a
Winter 1962 An-10 Kuybyshev-Min'Vody/Sochi
Summer 1963 An-10 Tashkent
Summer 1965 Tu-124 Volgograd-Sochi
1 Jun 1965 Tu-124 Kharkov-Simferopol
2 Jun 1965 Tu-124 Kharkov-Kiev
15 Jun 1965 Tu-124 Rostov-Krasnodar
15 Jun 1965 Tu-124 Min'Vody-Gudauta
15 May 1966 Tu-124 Sochi
15 May 1967 Tu-124 Leningrad
Winter 1968 Tu-124 Sverdlovsk
Winter 1968 Tu-124 Ufa-Chelyabinsk
15 May 1969 Tu-124 Magnitogorsk
1 Jun 1969 Tu-124 Dnepropetrovsk-Simferopol
15 May 1970 Tu-124 Kuybyshev-Baku
Summer 1971 Tu-124 Omsk-Novosibirsk
1 Jun 1972 Tu-124 Min'Vody-Sukhumi
1 Apr 1973 Tu-124 Astrakhan-Baku
1 Apr 1973 Tu-124 Minsk-Lvov

From Kuybyshev to:

Winter 1960 An-10 Sverdlovsk, Sochi, Min'Vody
Summer 1961 An-10 Leningrad, Tashkent
Summer 1961 An-10 Rostov-Simferopol
Winter 1962 An-10 Kazan-Leningrad
5 Feb 1963 An-10 Ufa
21 Jan 1964 Tu-124 Krasnodar
15 May 1965 An-10 Perm
Summer 1966 Tu-124 Tbilisi
Summer 1967 Tu-124 Dnepropetrovsk-Simferopol
Summer 1967 Tu-124 Simferopol-Odessa
Summer 1967 An-10 Novosibirsk-Irkutsk-Chita-Khabarovsk
Winter 1968 Tu-124 Voroshilovgrad-Odessa
Summer 1969 11-14 Penza-Tambov
15 Jun 1969 Tu-124 Stavropol-Tbilisi
15 Jun 1969 An-10 Ufa-Novosibirsk
16 Jun 1969 Tu-124 Volgograd
Winter 1969 Tu-124 Kiev-Lvov
Apr 1971 Tu-124 Astrakhan-Baku
Jun 1971 An-24 Saratov-Stavropol-Anapa
Apr 1973 Tu-134 Leningrad
Apr 1973 Tu-124 Tyumen
Apr 1973 Tu-124 Donetsk-Kishinev
Jun 1973
BPRRRRW Tu-134 Simferopol

From Orenburg to:

Summer 1967 An-24 Saratov-Min'Vody-Sochi
May 1969 An-24 Volgograd-Krasnodar-Simferopol
15 Jun 1969 An-10 Min'Vody-Sochi
1 Jun 1971 An-24 Chelyabinsk-Omsk-~Novosibirsk

From Orsk to:

15 Jun 1970 An-24 Orenburg-Guriev-Min'Vody-Sukhumi

From Penza
——————— to:
Summer 1966 An-24 Volgograd-Min'Vody-Gudauta
Winter 1968 An-24 Saratov-Min'Vody-Sochi
Summer 1970 An-24 Saratov-Astrakhan-Baku
1 Jun 1970 An-24 Kharkov-Dnepropetrovsk-Simferopol
2 Jun 1970 An-24 Kharkov-Zaporozhye-Simferopol
Summer 1971 An-24 Saratov-Min'Vody-Tbilisi
1 Apr 1972 An-24 Kazan-Sverdlovsk

302
15 May 1973 Volgograd-Krasnodar
1 Jun 1973 Zaporozhye-Simferopol

From Saratov to:

1 Jan 1964 Volgograd-Min'Vody
Winter 1964 Rostov-Sochi
Summer 1965 Kharkov-Simferopol
Summer 1965 Krasnodar-Gudauta
Summer 1965 Kuybyshev-Ufa-Perm
Summer 1966 Kislovodsk
Summer 1966 Voronezh-Kharkov
15 May 1967 Kuybyshev-Sverdlovsk
15 May 1967 Penza-Moscow-Leningrad
15 May 1967 Voronezh-Kharkov-Kiev
15 May 1968 Saransk-Moscow-Leningrad
15 May 1968 Astrakhan-Baku
1 Jun 1969 Stavropol-Anapa
1 Jun 1969 Donetsk-Dnepropetrovsk-Odessa
1 Jul 1969 Penza-Ivanovo-Leningrad
1 Jul 1969 Kursk-Minsk-Ri ga
15 Nov 1969 Ufa-Sverdlovsk
Winter 1970 Rostov-Zaporozhye
15 May 1971 Kharkov-Kiev
15 May 1971 Min'Vody-Tbilisi
15 May 1971 Kuybyshev-Chelyabinsk
1 Jun 1971 Penza-Voronezh-Kiev-Lvov
1 Apr 1973 Ufa-Chelyabinsk-Omsk-Novosibirsk
1 Apr 1973 Orenbur g-Kzy1-Orda-Tashkent

From Ufa to:

1965 Volgograd-Sochi
1966 Kharkov-Simferopol
1966 Krasnodar-Sochi
1966 Orenburg-Min'Vody-Sochi
1967 Orenburg-Tashkent
1967 Kuybyshev-Tbilisi
1968 Sverdlovsk-Tyumen
1968 Rostov-Sukhumi
1970 Zaporozhye-Simferopol
1970 Oktyabrskiy-Saratov-Min'Vody-
Sukhumi
17k Chelyabinsk-Omsk-Novosibirsk
1972 Sverdlovsk-Surgut
1973: Tyumen-Nizhnevartovskiy

From Ulyanovsk to:

1 Jun 1966 Min'Vody-Sochi

1 Jul 1968 Kharkov-Simferopol

Aeroflot Western Siberia

From Barnaul to:

Summer 1968 tert Omsk-Min'Vody-Sochi

Summer L971 11-18 Alma Ata-Tashkent
1 Apr 1973 An-24 Rubtsovsk-Semipalatinsk-Alma Ata-
Tashkent
1 Apr Ys) An-24 Krasnoyarsk-Irkutsk
1 Apr 1973 An-24 Slavgorod-Pavlodar-Omsk

From
st ie Kemerovo
hd dt A A to:
Winter 1969 An-24 Novosibirsk-Karaganda-Frunze-Tashkent
Winter 1969 An-24 Barnaul-Semipalatinsk-Alma Ata
Summer AGP AL An-24 Ust'Kamenogorsk-Alma Ata-Frunze

303
 From Novokuznetsk to:

Summer 1968 11-18 Omsk-Min'Vody-Sochi

Winter 1969 An-24 Semipalatinsk-Alma Ata
Summer 1971 weitertts! Alma Ata-Tashkent
1 Apr 1972 An-24 Omsk-Chelyabinsk
2 Apr 1972 An-24 Krasnoyarsk-Irkutsk
1 Apr 1973 An-24 Omsk-Sverdlovsk

From Novosibirsk to:

1 Jul 1959) TEeis Tomsk-Pod ' Tunguska-Turukhansk-Norilsk

Winter 1959 An-10 Alma Ata
Summer 1961 Tu-104 Kuybyshev-Min'Vody
Summer 1962 Tu-104 Kuybyshev-Min'Vody-Simferopol
15 May 1965 An-24 Omsk-Tyumen
1 Jun 1965 Tu-104 Omsk-Chelyabinsk-Leningrad
1 Jal 1965 An-24 Kemerovo-Abakan
Summer 1966 Tu-104 Chita-Khabarovsk-Vladivostok
Winter 1968 An-24 Krasnoyarsk-Bratsk
Winter 1968 ti—13 Yakut sk-Magadan
Summer 1969 An-24 Barnaul-Ust 'Kamenogorsk
Winter 1969 Li=1o Krasnodar-Simferopol
Winter 1970 An-24 Semipalatinsk
Summer 1971 TEIbeef! Omsk-Sochi
1 Apr 1972 Tu-104 Chelyabinsk-Kiev
2 Apr 1972 aa a Ke) Omsk-Krasnodar
2 Apr 1972 An-24 Kolpashevo-Surgut

From Omsk to:

1 Apr 1973 An-24 Tyumen-Sverdlovsk

1 Apr 1973 An-24 Surgut-Nizhnevartovskiy
1 Apr 1973 An-24 Chelyabinsk-Kuybyshev-Volgograd-Sochi

From Tomsk to:

Summer 1968 1i-18 Omsk-Min'Vody-Sochi
Nov 1968 An-24 Barnaul-Semipalatinsk-Alma Ata
Nov 1970 An-24 Pavlodar-Balkhash-Frunze
Summer Loa Late Alma Ata
Winter 1971 EVE 18 Tashkent
1 Apr 1972 An-24 Novosibirsk-Omsk-Tyumen

Aeroflot Yakutia

From Aikhal to:

15 May 1965 I1-14 Mirnyy-Kirensk-Bratsk

From Aldan to:

15 May 1965 I1-14 Chulman-Takhtamygda-Blagoveshchensk-
(-Khabarovsk 15 May 1966)
15 May 1965 T1-14 Chulman-Takhtamygda-Chita-Irkutsk

From Mirnyy to:

Winter 1967 An-24 Kirensk-Bratsk-Krasnoyarsk
Summer 1968 An-24 Lensk-Kirensk-Krasnoyarsk-Novosibirsk
15 May 1970 Tl-14 Ust 'Kut-Irkutsk
17 Apr 1972 An-24 Bratsk-Krasnoyarsk-Ust 'Kamenogorsk-
Alma Ata

From Nyurba to:

Winter 1968 I1-14 Mirnyy-Lensk-Kirensk-Bratsk-
Krasnoyarsk

From Tiksi to:

Summer 1971 Yakut sk-Chulman-Magdagachi-Chita

304
 From Yakutsk to:
15 Nov 1967 An-24 Olekminsk-Lensk-Ust 'Kut-Krasnoyarsk-
Novosibirsk
15 May 1971 An-24 Magdagachi-~Blagoveshchensk-Khabarovsk

APPENDIX 5 INTERNATIONAL SERVICES

(Dates of Introduction after 1944)
(Aeroflot) From Moscow to: (Foreign Airlines) To Moscow from:
11 Sep 1962 11-18 Accra Ghana Airways 28 Feb 1964 11-18
Jul 1968 11-18 Aden
21 Feb 1964 11-18 Algiers Air Algerie 1 Nov 1966 Caravelle
12 Jun 1970 11-18 Amman
26 Jul 1958 Tu-104 Amsterdam K LM 24 Juli 1958 DC=6B
20 May 1968 11-18 Ankara
2 Jun 1973 Tu-154 Athens
16 Jul 1964 11-18 Baghdad Iraqi 6 Nov 1971 Trident
12 Aug 1963 11-18 Bamako
2 Nov 1971 11-62 Bangkok
1 Nov 1969 11-18 Bangui
28 Jun 1967 11-18 Beirut
1946 Li-2 Belgrade JoAST 5 Aug 1965 Caravelle
1945 a= 2 Berlin DL H 7 Oct 1956 Ti1l=14
21 Nov 1968 Tu-104 Bratislava €SA 3 Nov 1968 Tu-104
17 Mar 1965 11-18 Brazzaville
2 Jun 1958 Tu-104 Brussels Sabena 2 Jun 1958 DC-6B
5 Nov 1944 Li-2 Bucharest Tarom Aug 1957 11-12
1946 Li-2 Budapest Malév 7 Apr 1959 T1-14
5 Dec 1958 Tu-104 Cairo United Arab Jan 1963 Comet
15 Oct 1970 11-18 Calcutta
14 Mar 1964 11-18 Colombo
11 Sep 1962 11-18 Conakry
9 May 1956 11-12 Copenhagen isp ANS) 9 May 1956 Scandia
31 Jan 1972 11-18 Dacca
31 Oct 1968 11-62 Dakar
23 May 1963 11-18 Damascus
2 Apr 1968 11-18 Dar-es-Salaam
18 Aug 1958 Tu-104 Delhi Air-India 2 Jun 1958 L-1049
4 May 1970 Tu-134 Dresden Interflug 4 May 1970 11-18
2 Apr 1969 11-18 Entebbe
4 Feb 1972 11-62 Frankfurt Lufthansa 5 Feb 1972 Boeing 727
3 Apr 1970 Tu-134 Geneva Swissair 1 Apr 1968 Caravelle
15 Oct 1970 11-18 Hanoi
7 Jan 1963 Tu-114 Havana
25 Nov 1946 Li-2 Helsinki Finnair 18 Feb 1956 CV-340
Apr 1968 11-18 Hodeida
1 Apr 1970 Tu-134 Istanbul
31 Jan 1962 Tu-104 Jakarta
1948 11-12 Kabul Ariana 1 Aug 1968 Boeing 727
5 Dec 1963 11-18 Karachi 1) TE 10 May 1964 Boeing 720
29 Jun 1962 11-18 Khartoum
3 Apr 1970 11-62 Kuala Lumpur
Nov 1969 11-18 Lagos
1 Apr 1973 Tu-134 Leipzig Interflug 1 Jul 1973 11-18
27 May 1973 11-62 Lima
16 May 1959 Tu-104 London BEA 14 May 1959 Viscount
7 Jun 1973 Tu-154 Marseille
3 Jun 1973 Tu-154 Milan Alitalia 7 Apr 1967 Dc-8
Apr 1968 11-18 Mogadishu
4 Nov 1966 Tu-114 Montreal Air Canada 14 Nov 1966 DC-8
2 Apr 1970 11-18 Nairobi
15 Jul 1968 11-62 New York Pan American 15 Jul 1968 Boeing 707
23 Jul 1964 11-18 Nicosia
4 Apr 1969 Tu-134 Oslo Ss A 8 Nov 1956 Scandia

305
 1958 Tu-104 Paris Air France 1958 L-749
1952 heaite Peking
1945 Tee Prague CESEA 195D I1-12
1959 Tu-104 Pyongyang
1962 tte Rabat
1962 Tu-104 Rangoon
1965 Tu-104 Rome Alitalia 1967 Dc-8
eyes! I1-62 Santiago
1969 Tle62 Singapore
1944 Lise Sofia Tabso 1958 1HysskA
1956 eer Stockholm SAS 1956 Scandia
1964 aisle} Tehran Iran Air 1968 Boeing 727
1947 ah Tirana
1967 Tu-114 Tokyo JAL 1967 Tu-114
1970 TekaKs} Tripoli
1964 11-18 Tunis
1948 eats Ulan-Bator
Varna Balkan 1971 Tu-134
1945 Lata?) Vienna AUA 1959 Viscount
alls) Oct 1970 Tedheslks} Vientiane
1945 U2) Warsaw L20.F 195D Li-2
Biel May 1972 Tu-134 Zagreb
By Jul 1967 Tu-124 Zurich Swissair 27 Jul 1967 Caravelle

(Aeroflot) From Irkutsk to: (Foreign Airlines) To Irkutsk from:

1952 11-12 Peking Skoga 1952 11-12
3 Mar 1959 Tu-104 Pyongyang
OU Gi eae Ulan-Bator Air Mongol 1959 11-14

(Aeroflot) From Khabarovsk to: (Foreign Airlines) To Khabarovsk from:

15 Jun 1973 Tu-154 Niigata a) JAL 20 Jun 1973 B-727
4 Jun 1971 Tu-134 Tokyo JAL 2 Jun 1971 B-727
Note a) Niigata replaced Tokyo from that date

(Aeroflot) From Kiev to: (Foreign Airlines) To Kiev from:

5 Jun 1969 Tu-134 Belgrade
1 Jun 1966 11-18 Berlin Interflug Betin 96 Omeel Pedic
18 May 1973 11-18 Bratislava GS A 1 Apr 1972 Tu-104
5 Nov 1944 Li-2 Bucharest Tarom Aug 11957, ii-—12)
10 Jun 1968 11-18 Budapest Malév Apr 1959 etl te
3 May 1973 11-62 Montreal
3 May 1973) Li-62 9 Paris
20 May 1965 11-14 Prague CESmA 1959 11-14
5 Nov 1944 Li-2 Sofia Tabso 25 Jun 1958 11-14
SIONS) Tyne} Vienna
5 Jul 1968 An-24 Warsaw Ee Ost 1 Jun 1967 An-24

(Aeroflot) From Leningrad to: (Foreign Airlines) To Leningrad from:

3 Apr 1968 Tu-104 Amsterdam
4 Jun 1971 Tu-134 Belgrade
1 Jun 1968 11-18 Berlin Interflug 1 Jun 1968 11-18
Bratislava CSA 19 Jul 1973 Tu-134
3 Apr 1970 Tu-134 Budapest Malév Apa O70 meee os
12 Apr 1967 Tu-124 Copenhagen STACS 8 Apr 1967 Caravelle
3 Apr 1970 Tu-134 Geneva
25 Nov 1946 Li-2 Helsinki Finnair 1 Apr 1964 cCv-440
5 Apr 1968 Tu-104 London BEA 2 May 1971 Trident
6 Apr 1973 Tu-134 Oslo
11 May 1968 Tu-104 Paris Air France 15 May 1968 Caravelle
4 Jun 1968 11-18 Prague CuSsen 1 Jun 1968 11-18
6 Apr 1970 Tu-134 Sofia
12 Apr 1967 Tu-124 Stockholm SieAns 8 Apr 1967 Caravelle
19 May 1968 Tu-124 Warsaw CeO 1 May 1967 An-24
(Aeroflot) From Minsk to: (Foreign Airlines) To Minsk from:
23 May 1971 Tu-124 Berlin Interflug 18 Aug 1970 An-24
Warsaw Interflug 18 Aug 1970 An-24

(Aeroflot) From Tashkent to: (Foreign aAirlines)

a Ne ee it Tolc
Tashkent from: Au
del eae
3 Nov 1971 11-62 Bangkok
H5eOcte1970— Ll-16 | Calcutta
14 Mar 1964 11-18 Colombo
4 Nov 1971 11-62 Copenhagen SAGs 4 Nov 1967 Dc-8
Sie dani) O72 meial om Dacca
19 Aug 1958 Tu-104 Delhi Air-India 2 Jun 1958 L-1049
145 Oct 1970 11-18 Hanoi
31 Jan 1962 Tu-104 Jakarta
1948 11-12 Kabul Ariana 1 Aug 1965 DC-6B
5 Dec 1963 11-18 Karachi
31 Jan 1962 Tu-104 Rangoon
3 Nov 1971 11-62 Singapore
15 Oct 1970 11-18 Vientiane

(Aeroflot) From Vilnius to: (Foreign Airlines) To Vilnius from:

Berlin 0) dy TEN 7 Oct 1956 11-14
19 May 1968 Tu-124 Warsaw IOmD 1 May 1967 An-24

(Aeroflot)
Dee From
OR mee OeYerevan
ENA to:
142 Jun 1970 11-18 Amman
20 May 1969 11-18 Beirut

50,
APPENDIX 6 INTERNATIONAL SERVICES
ACROSS SIBERIA

Airline Aine nah’ Route via Moscow First Flight

Aeroflot £62) Paris - Tokyo 28 Mar 1970

4) IN Ab: DC-8-62 Tokyo - Paris 28 Mar 1970
5 aon Dc-8-62 Paris - Tokyo 29 Mar 1970
Aeroflot E62 Tokyo - Paris 5 Apr 1970
Air France B-707 Paris - Tokyo 9 Apr 1970

Air France B-707 Tokyo =— Paris 10 Apr 1970

AP FA A, DE=o=o2 Tokyo - London 2 Jun 1970
BOAC B-707 London - Tokyo 2 Jun 1970

Aeroflot T1=62 London - Tokyo 3 Jun 1970

oAvele DC-8-62 London - Tokyo 3 Jun 1970
BOAC B-707 Tokyo - London 3 Jun’ 1970

Aeroflot £1=62 Tokyo - London 4 Jun 1970

Aeroflot ii—62 Copenhagen - Tokyo 31 Mar 1971
Aeroflot Ei=62 Tokyo - Copenhagen 1 Apr 1971
Sams Dc-8-62 Copenhagen - Tokyo 3 Apr 1974
Saag Dc-8-62 Tokyo - Copenhagen 4 Apr 1971
Kee T= 62 Amsterdam - Tokyo 6 Apr 1971
KLM I1-62 Tokyo - Amsterdam 7 Apr 1971
ce IN It DC=—38—62 Tokyo - Copenhagen 3 Apr 1972
de WN Te; Dc-8-62 Copenhagen - Tokyo 4 Apr 1972
Aeroflot Trr=62 Frankfurt Tokyo 34 Jui 71973
Aeroflot tH 62 Tokyo Frankfurt 1 Aug 1973
Lufthansa Ba7o7 Frankfurt Tokyo 5 Aw oe 197
Lufthansa B-707 Tokyo Frankfurt 6 Aug 1973

308
 XIG
L NHddV
SAdAL
AO LAVYOY
NO IV NOINN-TIV SHOIAYYS
6F6T)Pur (LS6I
TATq-qng
UuoTs
etTuouty
ueyzpAeqirozy
etssnioTokg
usreyseg eT4teqts
eTuo4ys|
aeq qseq
eTZ100y
.syyeze
ue y
eTZTYysaty
ery ateAous
ys

309
eTaAzeyT
eTuenyytTyT
TOW eTAep
OW MOOS
UFION
etseoneg-yzI0N
THTYZpey
ueysS
TuUsuyAINy,
uezSs
euTeIyyQ
THSEGZuezys
eBBTOA
utezysom eTteqts

»¢ Td 4S peuTZUs—-U0
APPENDIX 8
TYPES OF AIRCRAFT ON ALL-UNION SERVICES (1964

Armenia
Azerbaydzhan
Byelorussia
Eastern Siberia
Estonia
Far East
Georgia
Kazakhstan
Kirghizia
Krasnoyarsk
Latvia
Lithuania
Magadan
Moldavia
Moscow SPiMVL
Moscow Transport
North
North-Caucasia
Polar Aviation
Syktyvkar
Tadzhikistan
Turkmenistan

Uzbekistan
Volga
Western Siberia
Yakutia

310
 XIGNHd
6 dV SadAL
HO LHVYOUIV
NO NOINN-TTV SHOIAYHS
(ZL61)
Fo zJervIty

etuo4ysg
aeq yseq

Te1zUIa9
eTZ109y

eltucwiy eTieqts
uteysey
ueuzpAeqiozy
TeuotzeusrezUy
(SAWNSL)

etssniaojTohg
erzryus41ty
FUOy

OTzPOAy/suOoTZey

ys
ET BPuUenygy

311
ueysyyezey
uepese~n

eTazeT
TOW eTAep

teAousery
CON
etTseones-yyION
Pe raUZ SES Me?

Moosopw
TusouyANny,
4s ue

qza0odsueiy, uoeunAdAy,
eeseS
auTeryn
oni)
erynyer

eSTOA
8930ON
+ SOT-Uy919M UMeAPYYTIM SUTMOTTOF
e azofewm [Tezez queptooe

eTieqts
utezsam
4e AONTeUY
UO QL ‘ACW *ZL6T tozxze94}. UOTPONpOTZUT
JO
stouuns seTnpeyos
 seTnpeyos stewums
JO
UOTZONPOIZUT T94ZeB84} *cZ6t ‘Aew aoysteyy
uo gt ze
zueptooe Tezezy e
ButMoTTOJF szolew UmMerpyyTIM SOT-uy91eM 2940ON
qh eTynyey
OS/hF et4a9aqts Ut94SOM
0S/8h/4% eSTOA
Tean
= T¥9qZzyueys
OS/8h/4%
Qh autesyy
ueundy,
0S/3%
0S/8h/hh eas Pea n
ueys
THTYZpeL
OS/8F
etseone)-YyyION
OS/8h/FH
os UF4ON
-yzaodsue1y
Moosop
os eTaep Tow
~uepesey

aefous
ertzryzity
0S/8h tT
eTueny?

0S/8%
BTAZeT
os

ery

Sh
ys
EES
yor
q
Bc
0S/84/4h uezsyyezey
a (SAWOASL) TeuotzeusezUuy
0S eTS10a5
os yseq ae4
z eTuo4.s|
os etteqts us9zseyg
0S/8h/hh ITPOIV/SuOTSey Te1zUE9
0S/84/%% ekg
eTssnis0T
Bn/at uvyzpAeqitezy
= etusw1y
8}7e10}Z901TG
(ZL61
Jouruns)
NOINN-TTV SHOIAMH NO
ALIOVdVO DONILVAS Ol ddV
XIGNd
APPENDIX 11
CARGO AIRCRAFT ON ALL-UNION AND
ieee ees 157), SERVICES

Directorate Type of Aircraft

Byelorussia
Central Regions/Arctic
Eastern Siberia
Far East 2 = fe) -
International (TsUMVS)
Komi
Lithuania
Magadan
Moscow Transport
North
Tyumen
Ukraine
Ural = lar
Volga An-24}11-14
Western Siberia
Yakutia

ewe.
 XIGNHd
cl dV LAVYOV
NO IV TVOOT (IAW) SHOIAYAS
Jowung)
(ZL6]
Fo yFe19ITy
etuemay
ueyzpAeqiezy
eTssni0Tekg
TerjzUAa5D 9F}POTV/SUOTSey
uszeyseq eTteqts

VINANNNAYA
eruoys|
ae4 yseq

AN

<<
1005eTZ tii
uezysyyezey c7uy
eTzZtysaty e-uy
y Tuo g-uy
ery 1eAous
4S
eTaAzyeq

Le
eTuenyztyT

sag

314
NNAA
uepezepy

aiat<a<
eTAepTow
UF4ON

gs
ent
ana
etTseoneg-yyION

t<ac<
IeTOg uoT}eTAY

ana
!
ueysTyTyzZpey

N
Tuemyiny
uezs

'
uoundky

NA
euTeI4Q
(esa

LS
an
ueysTHeqzZy
eBTOA
utezysom eTteqts

g
'
erynyeyz

NANA
OF-HAPA]ST-HeX
:070N SOT-uyoteMm umerpyztM SuTMoTT
e osstofewm Tezez yuepTooe
ie aoyteuy
uo QT ‘Kew 'ZZEL TOZTe94} UOTPONP
JO OTZUT
szeumms Tnpeyos
se
APPENDIX 13

AIRCRAFT ON INTERNATIONAL SERVICES

(Summer 1973)

Armenia = 11-18 a = = =
Byelorussia An-24 - - = - -
International (TsUMVS) = I1-18 |11-62]Tu-104 |Tu-134 |Tu-154
= id=16 = Tu-104 |Tu-134 =
i = 11-18 = Tu-104 |Tu-134 -

62lp)
 XIGNHddV
bl GCAYAMOd-ANIPGUN L
—_LAVeOeTVY
NOILONGO
NO ULNI AYVTINOAA HOIAYAS

337e810}001TG
etusowiy
ueyzpAeqiazy
etTssnioTohg
Ter1zUaD OT}JIIY/sSUCTZay
uteyseyg et4teqts
ertuo4ysy|
aey qseq
etTZ10ay9
Teuotzeuteayuy
(SAWNSL)
uez.syuyezey
eTzZTysity
Fuoy

316
aeAouseiy
ys
eTAVeT
eTuenyzyTT
uepesey
TOW eTAep
mMoosop qysodsue1r1y
47AON
etseonej-yyION
IeTOg uoT}yetTAy
THTYZPeL
UBS
TusewyINy
ueys
ly uawnd
auTeryy
Te4n
tyeqzy
ue4ys
eDTOA
utazSsam eTiraqis
eTpyNyex
 XIGNdddV
SI
UVI—-MODSOW
LSVA SHOIAUAS
6r61 LS61 7961
T06

ON
Aouenboesry 12)

3USTTA
yyeroaty -ny -nL -nZ
HTT HIT

oAOHNUA-MOOSOW

TU
OSTT
0SO@

MSAOTICUAAS

NVZV4
CU
8D

MSWO
A4TO-MSUIAISOAON

oly
OU

oaesi[OY-

VU
SUS

MS
MSUVAONS

LOMWUL
OU CU
8

VQSAL
OU OU
4£4.T90-MSAOUVEVHY
ze OTOZ OTSO 0S60

eTepex-VLIHOS
F| O7e Ose SSOP
MSNIIVHYVS-ONHZNA
e
MOLSOATCVTA
2 GSTT

IHOVOVGDVN
:230N ,gT-TT
- peursue-uoystd
JeutTate
(ve eyYeTpeuMIT WUOTZIEeUUOD
OF ASUTTeyHeS-ouYyZNA
(q |zZeTpeuMIT UOTZI9UUOD
OF MOYSOATPETA
(9 9zeTpOUMIT UOT}PZOOUUOD
OF HS}OYUHO
 91 XIGNHddV
UVA—MLSVA
OOSOW SHOIAYAS

teummsc2Z6Tt

2U3TTY
ON GS €t €
Pp
Aouenberzy Pp i)
yFerIATY
=r —ny) —ny|
agt HEL] HIL|
CAOpspomogq
P -MODSOW
MSNIGVATAHO

ed
MSWO

MSUTAISOAON

318
oaeyoeulpoy—

dh
VU MSUVAONS

MSLAWUYT

CTTUTCVGSDAD AG Mom
eTePex-VLIHO

AOUVAVHY AKAON-YS Zzgt gtoz|

Ee) ie)
SALINE
gt VOL VHOE!] VHOT
| VOT
p

—_____
S227c}1S#tc|tooe SZ€0]6Sz20
MSNITVHYVS-ONHZN
© 9cteXK
MOLSOATAVTA SSee S€E€st| S€#O|6070

930K
: (e szoouU0
YZIM 2UBTTSG6-GOF MOFSOATPETA
(q szoeuu0s
yxTM 2UZTTIL6-q0% ASUTTeUAeS-ouyZNA
 Index

Aerial photography, 187 ANT-20 Maxim Gorkiy, 11

Aeroflot ANT-20bis, 13
Administration of, 276-9 ANT-35, 5, 11, 13, 14, 54
Adoption of name, 10 Antonov
At war, 13 ‘yey, WO=I, 39, 44), WO, Wess, SS,
Co-operation with foreign airlines, 172, 181-4, 201, 205-7, 260, 269,
65-8 314
Fleet AwOeIOk QB, Wl, Bs, WN, 1S, Wi,
On all-Union services, 309-11 RON, BOD, 256, BY, YOO,
On international services, 313, 315 311-12, 314, 316
On local (MVL) services, 314 An-10A, 95, 201, 208
Introduction of new aircraft, 205, An-12, 69, 74, 76-7, 79, 128, 178,
316 201, 210-11, 313, 316
Joint operations An-14, 127, 203, 207
With Japan Air Lines, 59 An-22, 76, 204
With KLM, 60 An-24, 26, 29, 39, 47, 69, 79, 88,
Non-flying activities, xi HO, WN aS), BON, Palen), Sys.
Operations of major aircraft types, 260,269. 27263 1-16
270 An-26, 211
Passenger An-30, 211
Fares, 80, 273-4 Beriev Be-30, 47, 203, 213, 269
Handling facilities, xi Dornier
Traffic development, 275 Komet II, 6
Traffic volume, 276 Merkur, 4-5
Aeroproyekt, 190-1 Wal, 176
Agricultural aviation, 182 Douglas DC-3, 5, 200, 220-1
Air ambulance service, 181-2 Fokker F.III, 2-3, 5
Air bus operations, 154, 163 G-2, see ANT-6
Air Cargo (general), 68-77, 128 Ilya Muromets, 1-2
Air bridge operations, 74-5 Ilyushin
Aircraft, 74, 313 Il-12, 17-18, 20-1, 57, 69, 200-1,
International, 76-7 213-16, 248, 256, 309
Regular domestic services, 73-6 LEA 2 235047 6668s 14.07 9)
Services 200, 213-16, 256, 258, 260, 269,
im on 70 271, 310-14
ro I, W33 Il-18 (piston-engined), 17-18, 78,
Tariffs, 80 248, 256, 258-9, 310
Air Code, Soviet, 30-1 II-18 (propeller-turbine), 23, 58, 99,
Aircraft (i GWG, I AE aye ADI.
Industry, Soviet, 11 217-18, 256, 269, 270, 310-316
Registration, 31 11-28, 181
Aircraft types (fixed-wing) [1-62, 28-9, 36, 60, 71, 203, 218-19,
Aero 45, 205 256, 269, 270, 311-12, 315-16
ANT-6, 13 Il-62M, 219, 269
ANT-9, 4, 6-8, 13, 54 Il-76, 239, 242-3

She)
Aircraft types (fixed-wing) contd. Airports, International, 63
11-86, 244, 269 Airports (specific)
Junkers-F 13, 5 Arctic Region, 196
Junkers-Ju 52/3m, 4-5, 15 Caucasus/Black Sea Region, 196
Kalinin K-1, 8 Khabarovsk, Novyy, 63, 122, 224,
Kalinin K-5, 6, 8, 12-13 317-18
P200sAT a2 05e2 69ers 4 Kiev, Borispol, 166; 190, 262, 264
L-410, 29, 205, 269 Kiev, Zhulyany, 49, 166, 195, 206,
Lisunove (i-2) 91 5-luje 2 lee oee4 eno, 262-4
65, 68, 128, 130, 184, 200, Kuybyshev, Shmyshlyayevka, 206
219-21, 248, 256, 258-60, 269, Leninabad, 161
271-2, 309-14 Leningrad, Shosseiny, 84, 255
Polikarpov U-2 (Po-2), 8-9, 13 Leningrad, Smolny, 84, 206, 255
BRES wee Moscow
PS-9, see ANT-9 Bykovo, 49, 50, 196, 206, 232-3
PS-35, see ANT-35 Central (Frunze), 52, 192
RS239et3 Domodedovo, 78, 192-3, 317-18
PS-40, 13 Lyubertsy, 20, 258-9
PS-43, 14 Ostafyevo, 20, 258-9
PS-84 (DC-3, Li-2), 13, 14 Sheremetyevo, 179, 194-5
PS-124, see ANT-20bis Vnukovo, 14, 50, 78, 179, 194,
R-5, 6 198-9, 258
Shavrov Sh-2, 6, 11 Odessa, Central, 169, 224, 264, 266
Stal-2, 6, 8 Odessa, Zastava, 206, 264
Stal-3, 13 Simferopol, Zavodskoye, 44
Tupolev Sochi, Adler, 41-3, 45, 267
Tu-70, 222 Sverdlovsk, Koltsevo, 99
TROSIKOYS, Mile SL, Sey, Tle GA td,
Tashkent, Sergeli, 206
10S 1204S 1882015 222-48
Yerevan, South, 206
256, 269-70, 309-16
Air Services
Tu-110, 201
All-Union, xii, 39-46
Tu-114, 24, 36, 59, 201, 218,
Aircraft types on, 309-11
225-6, 256, 269-70, 310-12, 316
Cargo aircraft on, 313
Tu-124, 26, 58, 64, 92, 94, 140,
143, 145, 189, 201, 203, 226-7, Development of, 280-305
New _ aircraft, Introduction of,
256, 269-70, 310-12, 316
280-305
Tu-134, 28-9, 88, 94, 102; 135,
Route network, Length of, 249
139-40, 154, 158, 203, 228-30,
Seating capacity on, 312
256, 269-70, 311-12, 314-16
Services from Gorkiy, 251
Tu-144, 29, 240-2, 269
Irkutsk, 252
Tu-154, 28-9, 44, 63, 74, 204,
Kishinev, 253
230-2, 269-70, 311-12, 315-16
Yakovlev Moscow, 258-61
Yak-12, 21, 46-7, 79, 105, 110,
Domestic, Build-up of, 37-9
140, 172, 181, 201, 269, 314
Express, 37
Yak-16, 256, 309 Helicopter, 49-53, 136, 267
Holiday, 41-6
Yak-18T, 29, 269 Capacity on Moscow—Sochi route,
Yak-40, 27-9, 47, 74, 79, 90, 121, 262
Ths Asioyy MAR sh GE, AO: Gateway airports, 42, 250
172, 203, 232-3, 256, 260, 269, Inclusive tour, 63-5
313-14, 316 International, 54-65
Yak-42, 240, 246 Across Siberia, 59, 308
Airport classification, 191 Air cargo, 76-7
Airport construction programme, 191 Aircraft on, 313, 315
Airports, Base, 276-9 Dates of introduction, 7, 305-7
Airports (general), 192-6 Development of, 268

320
 Directorate, 278, 305-8, 311-13, Chief Inspectorate of the Civil Air Fleet,
315-16 10
USSR—Europe, 61 Civil Aviation, Development of, 275
Volume of passenger traffic, 268 Civil Aviation, Organization of, xi, 33,
Local (MVL) services, 46-52, 78, 80 ? 276-9
XO); D2, NOP, WAS. Sil, GG Council for Civil Aviation, 10
Aircraft on, 314
Airports for, 49, 151, 196
From Kiev, 262-3 Deruluft, 1, 2-5, 54
Leningrad, 255 Directorates (general)
Moscow, 260-1 Area of responsibility, 277-9
Odessa, 168, 264-5 Base airports, 276-9
Tashkent, 266 International operations, 315
Yerevan, 267 Organization, 276-9
In Central Ukraine, 47 Pool operations, 214
In Southern Ukraine, 168 Route expansion, 280-305
Mail, 77-9, 86 Route network, 82-173
Moscow—Capital Cities of Central Directorates (specific)
Asia, 37 Arkhangelsk, 82, 85, 277
Newspaper matric, 180-1 Armenia, 63, 134-5, 249, 277, 280,
Trans-Siberia, 59, 317-18 309-12, 314-16
Weekly from Moscow, 256 Azerbaydzhan, 136-9, 249, 277, 280,
Air Sovereignty, 1, 31 309-12, 314-16
Air Space, Soviet, 31 Byelorussia, 63, 140, 205, 249, 277,
Air tariffs, 79-81 282, 309-16
Airways Central Regions and Arctic, 88-91,
Northern, 196 277, 283-4
Opening of new, 36 Eastern Siberia, 63, 117-21, 214, 222,
Arctic air stations, 178 249, 276-7, 284, 309-14, 316
Aviakultura, 2 Bstoma, 143, 205, 249, 277, 284-5,
Aviation Groups (general), 14, 33, 277 309-16
Aviation Groups (specific) Far East, 122-4, 214, 224, 249, 276-7,
Arkhangelsk, 35, 85 285, 309-16
Estonia, 33 Georgia, 143-5, 205, 224, 249, 276-8,
Kamchatka, 35, 127 285-6, 309-16
Kiev, 14 International, 278, 305-8, 311-13,
Kirghizia, 277 315-16
Latvia, 33 Kazakh(stan), 145-51, 249, 276-8,
Lithuania, 33 286-8, 309-16
Moscow, for Special Purposes, 14, Kirghizia, 151-4, 249, 276, 288,
309-10 309-16
North-Caucasia, 14 Komi, 82, 86-8, 249, 278, 288-9,
Northern, 14 311-16
Saratov, 35, 98-9 Krasnoyarsk, 111-16, 211, 249, 276,
Special, for Liaison Purposes, 14 289, 309-12, 314, 316
Syktyvkar, 88, 277 Latvia, 154, 249, 278, 289-90
Leningrad, xiii, 82
Baggage tariffs, 80 Lithuania, 156-8, 205, 249, 278, 290,
Black Sea coastal helicopter services, 50 309-16
Maraclanml3 0-202 4 90a? 1.6.2 ole
Central Council for Tourist Travel and 310-16
Excursions, 198 Moldavia, 158-9, 249, 278, 291,
Central Office for Research and Air 309-16
Route Planning, 190 Moscow, 205, 211, 249, 276
Chief Directorate of the Civil Air Fleet, Moscow Transport, 44, 179, 230, 249,
10, 276 278, 292, 310-13, 316

3
Directorates (specific) contd. Mi-6, 186, 203-4, 234-5
North-Caucasia, 92, 249, 276-8, 294-5, Mi-8, 28-9, 49-50, 52, 104, 136,
309-12, 314, 316 153, 184, 203, 237-8
Northern, 63, 82, 84-5, 224, 249, 253, Mi-10, 184, 203-4, 234-6
276-8, 292-4, 309-16 Mi-12, (V-12), 239, 244-6
Polar Aviation, 26, 34, 102, 115, 129, Heliports, 267
174-9, 205, 278, 296, 3110, 314, Hotels, xi, 29, 195, 198-9
316
Tadzhik(istan), 160-2, 249, 278, 296, ICAO, 28
309-12, 314, 316 Ice Observation, 174-5
Territorial, 33, 276 Impact of Jet and Propeller-turbine air-
TsUMVS, xii, 34, 44, 63, 231, 278, craft on passenger traffic, 250
315 Insect control, 185
TUMVL, 34 Inter-urban passenger traffic, 36, 247
Turkmen(istan), 11, 163-5, 249, Intourist, 197
276-9, 296-7, 309-12, 314, 316
Tyumen, O24 24 O29 ee Toe Journey times from Moscow, 248
311-14, 316 JUSTA, 67
Ukraine, 63, 166-7, 205, 211, 224,
249, 276, 279, 297-9, 309-16 Lenaeroproyekt, 191
Ural, 99, 249, 276, 279, 299-300; Long-distance travel—rail v. air, 247
310-14, 316 LSZ, see Local (MVL) services under Air
Uzbek(istan), 172-4, 205, 224, 249, services
2162 193 OOS 09EI2. 3ik4 316
Volga, 98-9, 205, 249, 276-9, 301-3, Maszovlet, 66
309-14, 316 Military air transport, 32
Western Siberia, 105-11, 205, 214, Minhaiduy (CAAC), 66
222, 249, 276-9, 303-4, 309-14, Ministry of Civil Aviation, xi, 31, 35, 39,
316 FISK Atel
Yakutia, 128-9, 249, 276, 279, 304, Moscow
310-14, 316 Airports see Airports (specific)
Dobrolet, 2, 6-8, 10, 54 Central Air Terminal, 198
Domestic air transport, 82-179 MTU, xii, 34
MUTA, xii, 33-4, 205, 214, 222
Fire fighting, xi, 184 MVL, see Local (MVL) services under
Fish spotting, 185 Air services
Forest patrol, 184
Narkomat, xii, 13
Glavsevmorput, xii, 34, 174, 176 Neftyannye Kamni, 51, 136
Glavvozdukhoflot, 1 Night flying restrictions, 195, 198
GUGViFedier |Osler lemons S=5-e 7 Os Night stops, 20, 195, 248
276
Grazhdaviastroi, 190 ODVFE, xii, 2
Overhaul bases, 16
Hamiata, 54, 65
Helicopter services, see Air services Polar Aviation, see Directorates (specific)
Helicopter types Polyarnaya Aviatsiya, see Polar Aviation
Kamov under Directorates (specific)
Ka-15M, 183, 238 Prospecting work, 187
Ka-18, 181, 185
Ka-26, 28-9, 181, 183, 185, 238-9 Red Army Transport Command, 15
Mil Ribbentrop-Molotoy Pact, 5
Mi-1, 134, 181, 183, 203 Routes
Mi-2, 28-9, 183, 203 Intercontinental, 62
Mi=4 49 79103591535 1SieeL 84. > Long-distance, operated with piston-
203, 233-4 engined aircraft, 271

322
 Longest operated with An-24s, 272 Population, xv
Longest operated with Li-2s, 272 Seven-Year Plan, 23
Moscow- Leningrad, 10, 250 System of transport, 35-7
Moscow—Tokyo, 59, 308 Sovnarkom, xii, 1, 7, 10, 13

Sino-Soviet Airlines
Tabso Bulgarian-Soviet Airlines, 67, 306
Hamiata, 54
Tarrifs by geographical area, 273
Skoga, 65, 306
TARS, 67
Sokao Soviet North Korean Airline, 66 Timetables, Trans-Siberia services, 317-18
Soviet Union Tourism, 197-8
Administration, Xv
Transport, surface, xvi
Area, Xiv Trunk routes in 1948, 19
Climate, xiv TsAGI, 8
Economy, Xi, XV-XV1 TsUMVS, see Directorates (specific)
Five-Year Plans, 35 TUMVL, see Directorates (specific)
First (1928-32), 8
Second (1933-7), 13
Third (from 1938), 13 Ukamps, 66
Fourth (1946-50), 17 Ukrvozdukhput, 2, 6, 10, 54
Fifth (1951-5), 20
Sixth (1956-8), 23 VOGVF, xii, 10
Seventh (1959-65), 23
Eighth (1966-70), 27
Ninth (1971-5), 28 Zakavia, 2, 6

323
tT] ‘
of”
moe jOI Is ATTITIS

0 0
 can
hele Ath
eine v4

teSS aiesta
PS ELM
alae S

ae re cant dps pa
da Pitas rr
cae,