В соответствии со статьей 19, Закона Республики Узбекистан № ЗРУ-302 от 05.10.2011г. «Об ограничении распространения и употребления алкогольной и табачной продукции» употребле ...


С 1 июня введена в действие временная Инструкция о порядке выезда граждан Республики Узбекистан в страны СНГ и выезда за границу иностранных граждан, постоянно проживающих в Республике Уз ...


Постановлением Кабинета Министров от 21.06.2012 г. N 178 принято предложение Государственной инспекции Республики Узбекистан по надзору за безопасностью полетов об открытии аэропортов гор ...

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Air Astana

Air Astana is a first airline and flag carrier of Republic of Kazakhstan, based in Almaty, Kazakhstan. It operates scheduled domestic and international services on 56 routes from its main hub, Almaty International Airport, and from its 2 secondary hubs, Astana International Airport and Atyrau Airport. It is a joint venture between Kazakhstan’s sovereign wealth fund Samruk-Kazyna (51%), and BAE Systems PLC (49%). It was incorporated in October 2001 and started commercial flights on 15 May 2002.
Air Astana was described by the Centre for Asia Pacific Aviation in January 2012 as having “performed better in its first decade than just about any other start-up carrier” (CAPA, Airline Analysis, 9 January 2012). Yet its origins represent one of the more intriguing and unlikely stories to have emerged from the airline industry in recent times. Originally conceived as a purely domestic airline, BAE Systems agreed in late 2000 to participate in the proposed start-up at the request of Kazakhstan’s head of state, President Nursultan Nazarbayev, in order to facilitate an air radar contract it was then negotiating with the Government of Kazakhstan. Sir Richard Evans, BAE Systems’ chairman at the time, was instrumental in and key to the deal. However, the radar contract never materialized, and subsequent senior management changes and strategic reviews at BAE Systems led to the closure of its offices in Kazakhstan. Additionally, notwithstanding the support of Nazarbayev and a number of close advisors, the start-up, initially seen as a foreign entity, was confronted with immediate and vocal opposition from many elements of Kazakhstan’s media and political establishment.
In spite of these gloomy auguries the airline took off on the charge. Under its first president, former British Airways executive Lloyd Paxton, it leased its first 3 Boeing 737s from International Lease Finance Corporation (ILFC), followed by 4 Fokker 50s from Aircraft Finance Trading BV (AFT) and 3 Boeing 757s from Pegasus Leasing Corp. It declared a net profit in 2003, its first full year of operations, beginning a run of profitability unbroken since then (For 2010 it was listed in Airline Business as the 15th most profitable airline in the world in terms of net margin). Upon the bankruptcy of the previous flag carrier Air Kazakhstan in February 2004, it moved quickly to expand from its domestic network to key international routes to Dubai, Istanbul, Moscow and Beijing, followed by Frankfurt and London.
Early growth pains and disagreements over fleet plans and hub strategy led to tensions between the shareholders and a management change in autumn 2005. Peter Foster, a former executive of Cathay Pacific Airways who had led the rehabilitation team at Philippine Airlines in 1999 before a spell as CEO at Royal Brunei Airlines, was appointed as the airline’s president on 1 October 2005. Long-term development plans and management structures were established that have remained largely unchanged since then.
The Boeing 737 fleet was progressively replaced by leased Airbus 320 family aircraft between 2006 and 2008, and its first wide-bodied aircraft, 2 Boeing 767-300ERs, were leased from ILFC in early 2007. 2 further Boeing 757s were leased from ILFC and MacQuarie Aviation Inc in 2008 and 2011. Its first purchase order, for 6 A319s, was placed in mid-2008 for delivery from late 2012. It introduced 3 leased Embraer 190 regional jets in 2011, 2 from Jetscape Inc and 1 from Aircraft Lease Corporation (ALC), and placed a firm order with Embraer in late 2011 for 2 purchases, in addition to a further leased aircraft from ALC, to be delivered in mid 2012. The Fokker 50 fleet, due for retirement in early 2012, has been partially retained to operate to the non jet-compliant airport at Uralsk, a key oil and gas mining city in northwestern Kazakhstan. In February 2012 the airline placed an order with Boeing for 4 B767-300ERs, for delivery from late 2013, and 3 B787-8s, for delivery from 2017, the largest single order of civil aircraft in the country’s history.