Ukraine Air Alliance
Ukraine Air Alliance is an airline based in Kiev, Ukraine. It operates cargo and passenger charters as well as services to Asia and Europe, its main bases are Zhulyany International Airport. The airline was established on 28 February 1992 and started operations in 1993, it registered with the Ukrainian authorities as a joint stock company and was one of the first private air enterprises in Ukraine to obtain international status through registration at ICAO. The airline has taken part in UN relief flights; the airline can operate within the EU air space. Current fleetThe Ukraine Air Alliance fleet includes the following aircraft: 7 x Antonov An-12 1 x Antonov An-26Former fleetAntonov An-26B Antonov An-32B Ilyushin Il-76MD Ilyushin Il-76TD On 9 August 2013, a Ukraine Air Alliance An-12BK burned out at Leipzig Airport, Germany after a fire broke out; the aircraft had been loaded with live chicks and was preparing for takeoff when the fire broke out in the cargo area. The crew was able to escape before the fire destroyed the aircraft.
On 30 August 2014, Ukraine Air Alliance Flight 4012, an An-12BK crashed into mountainous terrain shortly after departing Tamanrasset Airport, Algeria for Malabo, Equatorial Guinea. There were no survivors among the seven crew members
The Antonov An-140 is a turboprop regional airliner, designed by the Ukrainian Antonov ASTC bureau as a successor to the Antonov An-24, with extended cargo capacity and the ability to use unprepared airstrips. First flown on 17 September 1997, the 52 passenger An-140 is manufactured at the main production line in Kharkiv by KHDABP, in Samara by Aviakor, assembled under license by Iran Aircraft Manufacturing Industrial Company in Iran as the IrAn-140. Assembly in Kazakhstan has been discussed in tri-partite discussions between the Kazakh government and Russia. An identical-in-appearance airplane with the same name is manufactured by Aviakor in Samara, Russia. Since Ukraine is no longer cooperating with Russia in aircraft production, the Aviakor version of the An-140 is manufactured with Russian components; the P&W Canada engine option is not offered. An-140T the An-140T is a light military transport aircraft developed on the basis of the An-140-100 turboprop airliner; the An-140T features a rear ramp for loading/unloading of cargo and personnel.
The An-140S is the same military transport aircraft equipped with a larger loading/unloading hatch. In 2013 Aviakor announced the first deliveries of the An-140T/S aircraft to the Russian Ministry of Defense were scheduled for 2017 as the replacement for the current fleet of 300 An-24 and An-26 airplanes operated by the Russian Air Force. However, in 2014, Russian deputy prime minister for military-industrial complex, Dmitry Rogozin, announced that Russia was abandoning the An-140T/S project due to worsening relations with Ukraine and would pursue development of the Ilyushin Il-112. An-140TK An-140 VIP Regional aircraft An-140 in VIP-configuration is designed to carry up to 30 passengers in comfort; the passenger compartment of the aircraft can be divided into two or three zones—the exclusive lounge, equipped with four comfortable seats with audio and video, business class and economy class cabin, in which it has 24 standard seats with a standard aisle. An-140-100 The AN-140-100 aircraft differs from the basic version with the larger wingspan.
Can be built for civilian and special purpose: maritime patrol, aerial photography, geological exploration, freight etc. HESA IrAn-140 The IrAn-140 is a license-built version of the An-140, assembled by HESA in Shahin Shahr, from complete knock-down kits supplied by Antonov; as of 2008, 13 aircraft per year were planned to be constructed. There were plans to produce maritime freighter versions. 100 aircraft in total were planned to be built. On 9 November 2010, during his opening speech of the Kish air show, the Iranian transport minister announced that 14 IrAn-140 aircraft had so far been completed, but after the Sepahan Airlines Flight 5915 crash, An-140 operations were banned by the CAO of Iran, with all remaining Iranian-registered examples grounded. As of May 2013, a total of 25 Antonov An-140 aircraft were in airline and police aviation service, with a further 19 firm orders. There are several prototypes and test airframes at the three manufacturing sites; the An-140 is operated by the following organizations: The total numbers include An-140 belonging to other entities not listed in the chart.
Since its introduction in 2002, the Antonov An-140 has been involved in five accidents and incidents, including four hull-loss accidents, resulting in 111 occupant fatalities. Of the aircraft lost, three were HESA IrAn-140 aircraft built in Iran from knock-down kits supplied by Antonov. On 23 December 2002, Aeromist Kharkiv Flight 2137, an An-140 carrying many of Ukraine's top aviation designers and engineers, crashed into a mountainside as it was preparing to land at Isfahan, killing all 44 on board; the delegation was to have attended the inauguration ceremonies for the first HESA IrAn-140 airframe. The probable cause was controlled flight into terrain due to incorrect use of the cockpit satellite navigation system. On 12 August 2005, a Safiran Airlines HESA IrAn-140 diverted to Arak Airport due to an engine failure. During landing, the aircraft was badly damaged. There were no fatalities; the cause of the engine failure appeared to be technical problems with the fuel control unit. The airframe was repaired in the early 2010s and is to be used by HESA as a test bed for the future versions of the aircraft.
After the Arak incident, Safiran Airlines returned its two remaining examples to HESA. These two aircraft found their way to the Iran Police Aviation. On 23 December 2005, Azerbaijan Airlines Flight 217, an An-140-100, crashed into the Caspian Sea at CA 22:40, killing all 23 passengers and crew on board. Investigations discovered that three independent gyroscopes were not providing stabilized heading and attitude information to the crew early in the flight; the airline grounded its remaining An-140 airplanes, cancelled plans to purchase more of the type from Ukraine. On 15 February 2009, an IrAn-140-100 crashed at Shahin Shahr, Isfahan Province, during a training flight, killing the five crew. On 10 August 2014, Sepahan Airlines Flight 5915, an IrAn-140-100, crashed shortly after taking off from Tehran Mehrabad International Airport; the aircraft was on a domestic service to Tabas. According to initial reports, around 40 passengers and 8 crew members were on board the aircraft, which broke up and burst into flames.
It was reported. There were 10 survivors; the aircraft was built in
Air Onix was a Ukrainian airline headquartered in Simferopol. On 28 April 2012, Air Onix launched its first flight from Simferopol to Kiev. On 7 November 2013 ILFC repossessed two of its Boeing 737 aircraft leased to Air Onix for unpaid debts. In December 2013 Air Onix was suspended from the IATA, its Air Operator Certificate being withdrawn by the Ukrainian aviation authorities. Two further Boeing 737s were put into storage; as of December 2013 Air Onix served following destinations: ArmeniaYerevan - Zvartnots Airport GeorgiaTbilisi - Tbilisi International Airport IsraelTel Aviv - Ben Gurion International Airport TurkeyIstanbul - Sabiha Gökçen International Airport MontenegroTivat - Tivat Airport RussiaMoscow - Domodedovo International Airport Saint Petersburg - Pulkovo Airport SlovakiaBratislava - M. R. Štefánik Airport UkraineKiev - Zhuliany International Airport Base Simferopol - Simferopol International Airport Base The Air Onix fleet consists of the following aircraft
Aeromist-Kharkiv or Aeromost-Kharkov was an airline headquartered in Kharkiv, operating scheduled and chartered regional flights out of its base at Kharkiv International Airport using a fleet of up to three Antonov An-140 aircraft, the first ones of that type to enter commercial airline service. The company was established on 6 June 2002 under Pavel Naumenko's initiative, it ceased to exist in June 2007. Aeromist offered scheduled passenger flights to the following destinations: ArmeniaYerevan - Zvartnots International AirportGeorgiaBatumi - Batumi International AirportRussiaMoscow - Domodedovo International AirportSlovakiaBratislava - M. R. Štefánik AirportUkraineKharkiv - Kharkiv International Airport Kiev - Kiev Zhuliany Airport On 23 December 2003 at 19:29 local time, an Aeromist Antonov An-140 crashed into a mountain near Isfahan, whilst approaching Isfahan International Airport in poor visibility conditions. The aircraft had been operating Flight 2137, a chartered service from Kharkiv to Isfahan with a refueling stop at Trabzon Airport, carrying 38 passengers and 6 crew members, none of which survived.
It was determined that the most probable reason for the crash was the flawed usage of the onboard GPS by the pilots. The accident marked the first, to date the worst accident involving an aircraft of that type
Khors Air is an airline based in Kiev, operating charter flights within Ukraine, to Europe and the Middle East out of the Kyiv International Airport. The airline was founded and started operations in 1990 using Ilyushin Il-76, Yakovlev Yak-40, Antonov An-24 and Antonov An-26 aircraft, since mainly serving the CIS. In 1992 an Antonov An-12 was purchased. In 2000 Khors Air replaced its ageing fleet of Soviet aircraft with American-built McDonnell Douglas DC-9-51 aircraft and McDonnell Douglas MD-82. In 2005 a Kiev to Dubai and Jakarta service was started using a Boeing 757-200ER aircraft but soon had to be halted. In 2017, the United States of America has proposed sanctions against Khors Air due to them leasing out aircraft to airlines in Iran. Most flights operated by the airline are non-scheduled charter flights; as of March 2013, Khors Air offered weekly scheduled domestic flights between Kiev-Zhuliany and Ivano-Frankivsk as well as charter flights between Athens and Kiev-Zhuliany. As of June 2018, the Khors Air fleet consists of the following aircraft: Media related to Khors Air at Wikimedia Commons Official website
The Antonov An-30, is a development of the An-24 designed for aerial cartography. The first aerial survey version of the Antonov An-24 was designed by the Beriev OKB and designated An-24FK; the FK stood for fotokartograficheskiy. The prototype was converted from a production An-24A at Beriev's No. 49 construction shop during 1966. The An-24FK made its first flight on 21 August 1967, with state acceptance trials being completed in 1970 and civil certification completed in 1974. Redesignated An-30, production began in 1971 at the Antonov. 123 production An-30s were manufactured between 1980 in Kiev in 2 main versions. The Antonov An-30 is a derivative of the An-24, fitted with an new fuselage forward of frame 11; the fuselage nose is extensively glazed, reminiscent of the Boeing B-29. Housed within the new nose section are the navigator and precise navigational equipment, including an optical sight for ensuring accuracy of aerial photography. To enable accurate and repeatable survey flights, standard equipment for the An-30 included computer flight path control technology.
This additional equipment replaced the radar. The positioning of the new navigational equipment required the flightdeck to be raised by 41 cm in comparison to the An-24, giving the aircraft its other main feature, a hump containing the cockpit; the radio operator and flight engineer sat in the first cabin aft below the flightdeck. The mission equipment was located further aft, in a cabin featuring five camera windows in the floor; each camera window could be closed with covers to protect the glass panels. The covers were located in special fairings protruding from the fuselage underside. In the normal aerial photography role, four or five cameras were carried aboard. Three cameras were mounted vertically; the remaining two cameras were pointed at an angle of 28° on each side of the aircraft, for oblique photography. The same fuselage compartment contained workstations for a crew rest area; the aircraft's cameras could be used between 2,000 and 7,000 m and the scale of the resultant photographs was between 1:200,000 and 1:15,000,000.
The aircraft was supplied with five cameras. The An-30 was powered by two Ivchenko AI-24VT turboprops with a takeoff rating of 2,820 ehp; as well as its principal use as a survey aircraft, it has been used by Bulgaria, Czech Republic, Romania and Ukraine to carry out surveillance under the Open Skies Treaty. The An-30 has been used as a weather control aircraft as the An-30M; some have been fitted with frozen tanks of carbon dioxide to be ejected into the sky to form artificial rain clouds. These An-30s have been put to use to avoid crop-damaging hailstorms and to maintain good weather for, as examples, new airplane maiden flights, important parades like the 1st of May and the 850th anniversary of Moscow in September 1997. Between 1971 and 1980 a total of 115 aircraft were built and 23 were sold abroad to Afghanistan, China, Czechoslovakia and Vietnam. An-30s mapped Afghanistan in 1982, with one shot down by a MANPADS during an aerial photography flight in the Kabul area south of the Panjshir Valley on 11 March 1985.
Cuban An-30s saw active service in Angola in 1987. On 22 April 2014, a Ukrainian An-30 was hit by small arms fire while on a surveillance mission over the town of Sloviansk in Eastern Ukraine, being held by pro-Russian separatists; the plane landed safely with minor damage. On 6 June 2014, a Ukrainian An-30B was shot down near the city of Slavyansk in eastern Ukraine by a MANPADS fired by local separatists. On 23 May 2012 Russian Open Skies Antonov-30 caught fire during an emergency landing at an airport outside the Czech city of Caslav. According to unconfirmed reports, the accident occurring because the crew were unable to extend the landing gear. Seven passengers were injured, out of nine Czech citizens on board. On 3 October 2018 a Sudan Air Force AN 30 crashed while landing at Khartoum airport An-24FK The sole prototype converted from an An-24B with a navigator's station in an extensively glazed nose and elevated cockpit to give clearance for mission equipment. An-30A Version designed for civilian aviation.
65 were delivered to the Soviet Ministry of Civil six to other Soviet civil organisations. 18 An-30As were built for export. An-30B Version designed for the Soviet Air Force. 26 built. Main differences from An-30A was the avionics fit. Most An-30Bs were retrofitted with chaff/flare dispensers. An-30D Sibiryak Long-range version of the An-30A with increased fuel capacity, developed in 1990. Five aircraft were converted to An-30Ds. All were based at Myachkovo airfield near Moscow; this variant was used for fisheries monitoring and as a transport aircraft. It had improved communication equipment, including a data-link system. Rescue equipment was carried on board. An-30FG Czech designation for the single Czech Air Force An-30, after being retrofitted with a western weather radar. An-30M Meteozashchita Version equipped for weather research, it can spray dry ice into the atmosphere for weather control duties. The dry ice was stored in eight containers per 130 kg instead of the photographic equipment. An-30R A production An-30 CCCP-30055/RA-30055 converted to a NBC reconnaissance aircraft with air sampling pods under the forward fuselage and other sensors for monitoring nuclear and chemical warfare by-products.
A second example, 30080, was acquired by the VVS, differing in having only one sampling pod on the port pylon and provision for dropping large flare bombs from the starboard pylon. An-30R RA-30055 was used for monitoring the plume fr
Air Ukraine was a state-owned airline from Ukraine, serving as flag carrier of the country from 1992 to 2002. Headquartered in Kiev, Air Ukraine operated scheduled passenger and cargo flights on domestic routes or within the Commonwealth of Independent States, but to other European cities and to North America; the Dissolution of the Soviet Union during 1990 and 1991 lead to the split-up of former national carrier Aeroflot in 1992, with Air Ukraine being founded out of the Kiev directorate. Soon, other Ukrainian divisions were merged into it to create a national airline. In December 2002, Air Ukraine was declared to be bankrupt. Attempts to relaunch the company by merging it with Aerosvit Airlines or Ukraine International Airlines failed, the airline license was withdrawn on 23 July 2004. Over the years, Air Ukraine operated the following aircraft types: On 5 September 1992, the crew of an Air Ukraine Tupolev Tu-154 with 147 people on board had to execute a belly-landing at Boryspil International Airport because the landing gear could not be deployed.
The aircraft was damaged beyond repair. On 23 January 1995, another Turbolet was destroyed when it crashed on a frozen lake whilst approaching Provedenia Airport in Russia because of an engine failure; the three crew members on board had been on an empty ferry flight from Anadyr Airport, planned to continue onwards to Honduras, to where the aircraft had been sold. There were no fatalities. On 4 April of the same year, the pilots of an Air Ukraine Antonov An-26 tried to take off from Palana Airport without having released the brakes; the aircraft thus was not able to get airborne, overshot the runway, being damaged beyond economical repair. The nine persons, on the chartered flight to Ust-Pakhachi Airport survived the accident