Kuptsov Dmitry Rusaero. VIP terminal: who makes money on business aviation in Vnukovo. Ruin a competitor's business. Forever

We hope we will have air too

September 9, 2015, in accordance with Decree of the President of the Russian Federation dated August 1, 2015 No. 393 “On Open Joint Stock Company” international Airport"Vnukovo" published the Order of the Government of the Russian Federation on measures to determine the size of the shares of the Russian Federation and non-state shareholders in the authorized capital of the open joint-stock company "Vnukovo International Airport". We are talking about this, about the development of the airport, about supporting airlines, and much more. Board of Directors of OJSC Vnukovo International Airport Vitaly Vantsev.

Vantsev Vitaly Anatolievich

Chairman of the Board of Directors of Vnukovo International Airport OJSC. Born on November 10, 1969 in Khabarovsk. In 1990, after graduating from the Leningrad Higher Military Topographical School, he served in the Armed Forces of the Russian Federation. In 1997, he graduated from the Academy of Economics and International Economic Relations. In 2001, he defended his dissertation for the degree of candidate of legal sciences. Works in civil aviation since 1992 and all these years its activities have been connected with Vnukovo airport. He held various leadership positions at the Vnukovo airport complex. Awarded the “Excellent Worker of Air Transport” badge in 2004 and the “Honorary Transport Worker of Russia” badge in 2005. Married. Has six children.

- Vitaly Anatolyevich, the Presidential order talks about the creation of a single company that will manage the entire Vnukovo airport complex. Please explain how this will be implemented.

This Government order defines only the perimeter of the steps. Based on the order, a Big Four appraiser will be hired. Further, based on the assessment, shares will be distributed between the state and private shareholders of the entire current group of companies. The result of this process will be that there will be one legal entity at Vnukovo Airport. Where we started, we come back to this in more correct commercial civilized conditions.

- What will be the next steps? Is it planned to privatize the state share?

I think that today it is too early to talk about this topic, especially in the current economic situation. First, we will consolidate on the basis of the Vnukovo International Airport, and then we will make adjustments depending on the direction in which the market generally moves. The state itself will decide what it will do with its share. It could be interesting for the state and sell your stake and keep it for yourself. I think that at the moment it is too early to talk about this, we have already seen many times how at the peak it was stated - “now we are privatizing this”, then “no, we are not privatizing ". Unpredictable for anyone. The state has many options, including entering the securities market, maybe this will happen. We'll see.

- Indeed, our state often changes its plans. I remember there was such a story with the proposed merger of Vnukovo and Sheremetyevo under the wing of a single management company.

It was a long time ago. There was an order from the then Chairman of the Government of the Russian Federation V.V. Putin simply wants to work on the issue of consolidation. This process took about a year and a half, consultants worked who showed that this does not provide synergy, and that market relations will deteriorate. Based on this work, the state decided that there will be no consolidation of the Moscow air hub, but the enterprises themselves must be consolidated - Sheremetyevo separately, Vnukovo separately, and, by the way, Domodedovo separately. As a matter of fact, this is the path we are taking today. You know that a decree on consolidation was also issued for Sheremetyevo. A similar situation occurred in world practice 25 years ago.

- So now the process will go faster? When can we expect the emergence of a single company at Vnukovo?

I think that at Vnukovo it should be in 9-12 months. Such deadlines are necessary to coordinate technical issues.

- Is there a general estimate of the value of all assets that will be included in the new company?

A new assessment will be made. Everything is changing; today it is irrelevant to name the old numbers. Everything is dynamic. This year we have grown by 30% in transportation volumes, and this is also reflected in the value of assets. In the airport business, the more passengers, the greater the capitalization.

- Which airlines generate such a significant increase in volumes?

The main companies that gave us growth are Pobeda and Transaero. They will apparently continue to be growth drivers.

- But today many believe that Transaero airline will be liquidated.

If they wanted to “kill” Transaero, then we had already missed the moment of “killing”. Today, when all decisions have already been made and the company changes owners, this means only one thing - it will definitely fly. He will tell us the strategy for its development within 6 months. new owner. I don’t think we’ll see anything that we ourselves don’t expect. This is not the first time such a story has happened. We have already seen the merger of a number of companies under the auspices of Aeroflot into subsidiaries. Yes, some legal entities no longer exist, but there are directions and passengers, and there are planes. As a matter of fact, I, as the director and co-owner of the airport, am more interested in the number of flights and passengers served at Vnukovo. I think Aeroflot is taking Transaero under its wing for a reason, certainly not in order to destroy it all and give someone else a market share, but precisely in order to consolidate it all within itself. What the consolidation scheme itself will be, I think that today even Aeroflot will not answer this question. Need time.

- There was information that Transaero's routes would be reduced and only about 30% of the fleet would be retained aircraft.

I would not speak so categorically just yet. It happens that a situation happens and everyone starts making loud statements. I have a lot of experience in resolving such situations. If you remember, I was solving the problems associated with the bankruptcy of Air Union, and I want to explain one thing to you: passengers themselves do not go anywhere, they need to be transported. It might shrink. But first, an analysis will be carried out of what Transaero has today: what kind of leasing, what kind of aircraft, on what terms, what kinds of aircraft are contracted with Aeroflot itself. Don’t forget, all airlines have long leases, fresh obligations, planes that are arriving now. Maybe we should get rid of the old ones first, given that new ones are coming. This is about this, not about shortening directions. For what? Look, as soon as you cut here, and the passengers aren’t going anywhere, they need to be transported, which means someone else will definitely do it. For example, our base carrier UTair optimized its route network by 30% last year, but passengers didn’t disappear anywhere, they were simply taken over by other companies. UTair had an inefficient fleet of aircraft, which were once purchased at ineffective rates, so UTair got rid of them. And in some markets, planes and containers were loaded to a greater extent, that’s all. Therefore, there is no need to draw sharp conclusions. I think that today no one at Transaero or Aeroflot will say what they will get rid of at Transaero and what they won’t. I can say for sure what they will not get rid of - international destinations. We need to work for them, and they are registered with Transaero under inter-rights agreements. And Transaero has 50% domestic transportation, and 50% are international. And she won't go anywhere. Route network, of course, will be reduced partially, but definitely not by 70%. Surely, the fleet can be reduced by 20 percent, they can get rid of some economically ineffective aircraft, taking into account the fact that new ones already contracted by Transaero will be suitable. In any case, this is the best decision that could be made in the current situation. Aeroflot helped everyone out!

- Have you discussed your stake with the new owner of Transaero? What will you do with it?

No, we haven't discussed it yet. Too little time has passed since the decision was made to transfer the company to Aeroflot. I think we'll discuss it next week. My stake is about 4.8%. We will negotiate with the new owners. They will voice the company's development strategy. From this we will base what to do with our package and how we will interact. Lots of options... from selling to keeping it for ourselves.

- Does Transaero have a debt to Vnukovo?

Eat. But the situation is quite working. I am sure that we will find mutual understanding on this matter with the new owners. Moreover, we already have good experience in resolving such issues. For example, we can restructure it. We can consider any options to help the airline fly and operate.

- When UTair had debt problems, it seems you gave them a discount?

The situation with UTair did not develop this way either. UTair's problems began at the end of July 2014. And when we saw the depth of the problems, we discussed and outlined a further strategy. And we gave them a discount only in October. That is, 2 months of negotiations and discussions have passed. I think that the process here is also not fast. Of course, we will meet you halfway. We always do our best to help airlines live and work. This situation will be no exception.

- And how are things going with repaying UTair’s debts?

The situation with UTair is a very good example of strategic cooperation between an airport and an airline in various crisis situations. There were many experts on the market in September last year who shouted about default. No, as of October last year, the airline’s debt to the airport was 900 million rubles, but today it has already been reduced to 700 million, and, I am sure, it will continue to decline. Do not forget what a difficult situation the airline was in, but in addition to current payments (for operating activities), it finds an opportunity to pay off debts. UTair is doing everything possible to cover old debts, and this absolutely suits us. This is definitely better than losing the carrier. And then what to do? Writing off debts during bankruptcy is the worst thing that can happen. Better long-term restructuring, interaction and cooperation.

- So, you have the resources to lend to debtors and live at the same time?

To be honest, there aren’t really any resources. We also manage to do all this with great difficulty. We are trying. In fact, we have done a lot of work to reduce costs. We have talked about this more than once. We built the airport in such a way that our fixed operating costs were minimal. The shareholders once invested really seriously, and this allowed us to save on operating systems today. Vnukovo has good production costs, so the airport today can be so competitive that it can support our airlines by providing preferential rates. Our main task is to give our partners peace of mind to work and develop. And airlines are responding to this - we expect several more carriers to join us.

- What are the expected results for the year in terms of passenger traffic?

We plan to serve about 16 million passengers. Last year - 12.8 million, that is, approximately 30% growth. The modern infrastructure of Vnukovo allows it to grow to 30 million passengers per year. We only have problems with air capacity, but this is a problem for the entire Moscow air hub. The situation is under the control of the Prime Minister. I am sure that it will still be resolved.

- What about the segment? business aviation in connection with current general economic problems? What are the dynamics?

Of course, the dynamics are negative, but not as negative as we predicted in November last year. When we created this year’s budget, we expected a radical reduction in the business aviation segment - from 20 to 35%. But for the year as a whole, we see that there will be a decrease of about 12-15%. Moreover, the main decline occurred at the beginning of the year, and now it is the third quarter, and the situation is slowly leveling out. On the contrary, there is a tendency to increase volumes. Business has adapted to new situation and starts acting out. Of course, routes change. If earlier there were more flights to the West, today our network has changed quite seriously - there are more flights to the East, Central Asia, to the Middle East. For example, there have never been as many flights to the UAE as there are now in this region. Many flights to China. This can be seen not only in business aviation, but also in regular flights. Passenger traffic on the Chinese route to Vnukovo is growing significantly. While overall passenger traffic is falling in many countries, China is one of those markets that is showing growth.

- Do you keep statistics on transit passengers? How technologically ready is the airport for the growth of transit passenger traffic?

We keep these statistics. For example, for the two largest carriers in Vnukovo, UTair and Transaero, the share transit passengers, served at Vnukovo airport, is about 30%. I think there will be more now, because Orenair is also moving towards increasing the share of transit passengers. Technologically, we are ready to provide the possibility of transit in a much shorter time period than what the airlines themselves request. Vnukovo can provide transit in an hour, but since airlines prefer to collect passengers from several flights at once, we can say that, on average, today our transit takes 2-2.5 hours. Have you been to the airport and seen that to switch to international lines from domestic lines, a passenger needs to spend no more than 20 minutes. This includes all procedures, both in one direction and in the other, without going to the common rooms and without receiving your luggage. I’m not afraid to say that we generally have the best transit organized at UIA. And, probably, throughout the country as a whole. Everything is in one place, everything is very convenient. On the one hand, it’s quite local, on the other hand, in a large, comfortable space.

- With the development (saturation) of the main passenger terminal, will there be any problems with business aviation on the ground?

When we calculate the airport's capacity as a whole, and when I talk about 30 million passengers, we always give these figures taking into account Vnukovo-3. We consider everything as a whole. If we worked only for Vnukovo-1, we could get figures of 45 million. We must understand that 1 flight of an airplane from Vnukovo-3 and Vnukovo-1 is a completely different number of passengers. But airfield operations are the same. It is with this in mind that we leave 10 operations for business aviation every hour. We have potential for growth. At the same time, if in a year or two we come to a concession agreement, we will be able to implement the airfield development project that we have. To date, it has not yet been fully completed, and if there is intensive growth in volumes, we can implement a project for the construction of two additional taxiways, which will further increase the ground capacity.

- Do you mean a concession agreement based on the Pulkovo model?

Yes, Between Russian Federation and chief operator. Only there they got into the concession and the air terminals. And we have already built air terminals. Air terminals will not be included in the concession, only the airfield.

- Is there any construction currently underway on the airfield?

On this moment We have completed our entire construction program. We have a development project, we have all the conclusions of the state examination. Everything is there to continue development. Today there is no such need yet. When we see that we are moving towards the border of 20 million passengers per year, we will begin to gradually complete the construction of the aprons, first of all, and, in the future, two taxiways. Two runways are enough for us, we hope that throughput We will also have it by air.

R. Gusarov, Yu. Kuzmina

One of the foreign airlines sent a letter to the Russian Transport Prosecutor's Office with a complaint about corruption and extortion on the part of a number of Russian services and companies at Vnukovo airport. As the investigation showed, at the most popular airport for business aviation, the offshore structures of Vitaly Vantsev and Dmitry Kuptsov established their own rules.

The Russian air transportation market is undergoing a process of reducing the number of airlines and monopolizing ground services. From 2003 to 2012, the number of chairs on display Russian airlines on the market, more than doubled - from 41.4 million to 95.5 million units, and the number of Russian air carriers operating commercial flights from 2003 to 2010 decreased from 232 to 151 companies. These figures were presented at the 10th Wings of Russia forum by the head of the Air Transport Operators Association, Evgeny Chibirev. In 2011-2012, the aviation administration canceled another 44 air operator certificates.

Ruin a competitor's business. Forever

While the number of airline planes in the air still suggests competition for passengers, on the ground monopolization is proceeding at a much faster pace. Airports are transferred into private hands, and their owners are usually already the owners service companies, create their own airlines and business aviation operating companies. As a result, for “their” flights, they create preferential terms, and third-party companies are “squeezing out” the business. Airplanes of “foreign” companies, for example, may not be provided with the requested take-off and landing time, be forced to spend an extra half hour in the sky, wasting fuel, delay the time between flights to indecently maintain the aircraft, or even directly prevent competitors from operating “profitable” flights . There are many different ways to ruin business for a competing airline, causing the only operators at the airport to price their services out of the blue. Accordingly, prices for airport services in Moscow are three to four times higher than in Europe. This is especially true for business aviation.

The situation has become so outrageous that the International Olympic Committee, having visited Sochi at the end of last year, was forced to draw the government’s attention to the creation of monopoly schemes at Russian airports, which are most in demand for business aviation, as a result of which service fees are increased tenfold. The impunity of monopolies in Russia leads to completely wild cases of infringement of the interests of passengers.

The most famous case was at the Sochi airport in August 2011, when the head of the Russian Space Agency Vladimir Popovkin, due to the sabotage of the ex-CEO of Basel Aero (the company servicing the Sochi airport) Sergei Likharev, in prior agreement with the business structures of businessman Dmitry Kuptsov, carried out “ educational process,” as a result of which the passenger was forced to climb onto the plane using a stepladder, and then wait an hour and a half for takeoff. Even the VIP passenger level did not scare the monopolists! Popovkin was only helped by a call to his manager Federal agency air transport.
The entire Russian business aviation operator market is 90% owned by two companies - Rusaero and Aerotrans, and at each airport the aircraft are guarded by their own servicing monopolist (handling company). In April 2011, at the request of the business aviation operator Streamline OPS CJSC, an antimonopoly case was initiated against Omsk Airport OJSC, which gave the monopoly right to service business aviation to OJSC Center for Production and Dispatch Services for Civil Aviation Aerotrans (against Aerotrans » antitrust proceedings were also ongoing).

Streamline encountered resistance to servicing its flights not only in Omsk, but also in other cities of Russia (according to Streamline OPS CJSC, monopolization of business aviation ground handling services takes place in Moscow, St. Petersburg, Sochi, Krasnodar, Anapa, Gelendzhik). Even earlier, business aviation operator EastUnion was squeezed out of the market.

The government is currently discussing a scheme for reforming the Moscow Aviation Hub (MAH) by merging Vnukovo and Sheremetyevo airports. Experts are discussing all the details of the scheme, except for the issue of ground handling monopoly. In the new company, the private owners of Vnukovo Airport can receive up to 40% of the shares, which will actually allow them to control two airports and apply in them the scheme for extracting monopoly profits that has already been worked out at Vnukovo.

Is Vnukovo-3 unprofitable?

At Vnukovo, business jets are serviced by a monopolist, the Vipport company, whose owners are the main private shareholder of the entire airport, Vitaly Vantsev (51%) and Dmitry Kuptsov (49%). The latter is the main shareholder (58%) in the business aviation operator Rusaero, which operates in Moscow and many regional airports. Kuptsov’s structures forced all other business aviation operators out of Vnukovo, forcing airlines to switch to them for service through not very clean methods. There are enough ways to do this. You can force passengers from “competitors” to wait for several hours to receive an already arriving aircraft, citing the lack of ramps. You can “bet the company on money”: the cost of temporary parking in the port has long exceeded the limits of reason, and if an empty ship wants to fly away, the special price for it is 3,000 euros, which is simply impossible in any other port in the world. You can twist the client’s arms by trading slots (arrival and departure time periods) - offering the best and most convenient time to your own and refusing to accept boarding at the requested time to “strangers”. At the same time, the operator himself does not have the ability to manipulate time; this activity is under the jurisdiction of the airport itself. But having the owner of Vnukovo as a shareholder, this is not difficult for Vipport. Recently, more and more often, airlines that are annoyed by the non-market operating conditions at VNK-3 and who have a desire to change their service operator are threatened with serious problems, not only at VNK-3, but also at other airports where an offshore business operating scheme has been implemented. structures of Dmitry Kuptsov.

Due to its proximity to Moscow, Vnukovo’s popularity among business jet passengers allows Vipport to maintain monopoly high prices for virtual Additional services ground handling - twice the prices of Sheremetyevo and Domodedovo (5,000 euros versus 2,800 euros). At the same time, all operational activities of Kuptsov’s companies in Russia are carried out through RusAero, and financial flows go through the offshore company Shennon Air. The client negotiates with RusAero and receives invoices from Shennon Air. As a result, the entire “golden stream” from service at VNK-3 flows into the pockets of one person, the state annually loses hundreds of millions of rubles in taxes, and Vipport annually shows profits or losses close to zero.

Vitaly Vantsev announces a 50% increase in the flow of ordinary passengers to Vnukovo next year due to a reduction in business flights, which are allegedly going to be transferred to Kubinka airport. It is planned to reduce the number of business flights through a “significant increase in tariffs.” But Kubinka will start operating no earlier than 2014; all these years, while the owners of Vipport are guaranteed offshore excess profits, so, most likely, ordinary passengers will have to make room.

Following Vnukovo, Domodedovo and Sheremetyevo will naturally raise prices, and Moscow will be among the most expensive cities world not only in the cost of hotels, but also in the cost of business air travel.

The monopoly of handling companies and business aviation operators affiliated with them is leading Russia to medieval times: at “their” airport, “their” aircraft will be serviced quickly, but the same aircraft at a “foreign” airport will be serviced by a “foreign” company for hours.

The head of one of the foreign airlines complained about the lawlessness of monopolists in Vnukovo. In a letter to the Russian transport prosecutor's office, he describes how the company's plane, operating the Bruges-Moscow-Riga flight, encountered unprecedented facts of extortion at Vnukovo-3. “They tried in every possible way to disrupt our flight: they delayed the disembarkation of passengers and the delivery of ramps,” the letter says. The flight manager received an offer from employees of the operator of the business aviation complex to falsify documents in order to inflate the cost of the aircraft's expenses at the airport with a subsequent "kickback". As a result, the flight from Vnukovo to Riga cost the company an additional 3,000 euros in taxes.

A shareholder of a company servicing business jets at Vnukovo is twisting the wings of carriers

Alla Rozova

The Russian air transportation market is undergoing a process of reducing the number of airlines and monopolizing ground services. From 2003 to 2012, the number of seats offered by Russian airlines on the market more than doubled - from 41.4 million to 95.5 million units, and the number of Russian air carriers operating commercial flights from 2003 to 2010 decreased from 232 to 151 companies. These figures were presented at the 10th Wings of Russia forum by the head of the Air Transport Operators Association, Evgeny Chibirev. The aviation authority canceled a further 44 air operator certificates in 2011–12.

Ruin a competitor's business. Forever

While the number of airline planes in the air still suggests competition for passengers, on the ground monopolization is proceeding at a much faster pace. Airports are transferred into private hands, and their owners are usually already the owners of service companies, creating their own airlines and business aviation operating companies. As a result, preferential conditions are created for “our” flights, and third-party companies are squeezed out of business. Airplanes of “foreign” companies, for example, may not be provided with the requested take-off and landing time, be forced to spend an extra half hour in the sky, wasting fuel, delay the time between flights to indecently maintain the aircraft, or even directly prevent competitors from operating “profitable” flights . There are many different ways to ruin business for a competing airline, causing the only operators at the airport to price their services out of the blue. Accordingly, prices for airport services in Moscow are three to four times higher than in Europe. This is especially true for business aviation.

The most famous case was at the Sochi airport in August 2011, when the head of the Russian Space Agency Vladimir Popovkin, due to sabotage by the ex-CEO of Basel Aero (the company servicing the Sochi airport) Sergei Likharev, was forced to climb onto the plane on a stepladder, and then for an hour and a half wait for takeoff. Even the VIP passenger level did not scare the monopolists! Popovkin was helped only by a call to the head of the Federal Air Transport Agency.

The entire Russian business aviation operator market is 90% owned by two companies - Rusaero and Aerotrans, and at each airport the aircraft are guarded by their own servicing monopolist (handling company). In April 2011, at the request of the business aviation operator Streamline OPS CJSC, an antimonopoly case was initiated against Omsk Airport OJSC, which gave the monopoly right to service business aviation to OJSC Center for Production and Dispatch Services for Civil Aviation Aerotrans (against Aerotrans » antitrust proceedings were also ongoing).

The government is currently discussing a scheme for reforming the Moscow Aviation Hub (MAH) through the possible merger of Vnukovo and Sheremetyevo airports. Experts are discussing all the details of the scheme, except for the issue of ground handling monopoly. In the new company, the private owners of Vnukovo Airport can receive up to 40% of the shares, which will actually allow them to control two airports and apply in them the scheme for extracting monopoly profits that has already been worked out at Vnukovo.

How to squeeze by pinching

Three days ago, a letter appeared in the press from the head of the Belgian company Beaumont Air SA, who addressed the Russian Transport Prosecutor's Office with a request to deal with “unprecedented facts of corruption on the part of a number of Russian services and companies at Vnukovo Airport.” In the letter, the director lists how his company’s board encountered attempts to extort bribes for slots. Upon arrival, they “tried in every possible way to disrupt the flight: they delayed the disembarkation of passengers and the delivery of ramps, although, according to airport workers, there were no technical reasons for this.” “At each stage of servicing our flight, we were hinted that for high-quality and timely preparation of the business jet, we need to pay something extra.” In conclusion, the companies tried to impose the services of the handling agent RusAero. The letter states that “this is not an isolated case of threats, deliberate flight disruptions and imposition of non-market prices, but a fairly well-functioning corrupt system of work of the Russian operator at Vnukovo-3.”

Due to its proximity to Moscow, the popularity of Vnukovo among business jet passengers allows Vipport to maintain monopoly high prices for virtual additional ground handling services - twice as much as the prices of Sheremetyevo and Domodedovo (5,000 euros versus 2,800 euros). At the same time, all operational activities of Kuptsov’s companies in Russia are carried out through RusAero, and financial flows go through the offshore company Shennon Air. The client, when negotiating with RusAero, receives invoices from Shennon Air and this does not surprise anyone, because... Almost all business aviation (99%) is located abroad - it is not profitable to conduct this business in Russia. At the same time, all serious people, incl. government officials, using business transportation, pour budget money into the “golden stream”, flowing into the pockets of one person, Dmitry Kuptsov. The state annually loses hundreds of millions of rubles in taxes, and Vipport annually shows profits or losses close to zero.

What will the main owners choose?

Kuptsov’s activities to make a profit from the Vnukovo business terminal could continue further, but it seems that now the shareholders are faced with a situation where they have to choose. Vitaly Vantsev’s position is to expand regular flights, receiving significantly more money. Kuptsov’s position is to continue to infringe on the interests of the main flow of passengers in favor of business transportation. Vantsev has apparently made up his mind. In an interview with Prime on December 18, he said that the airport has exhausted its potential for business aviation growth. “I said that there is no growth potential for business aviation in Vnukovo. All the hangars and aprons are packed, if business aviation is going to grow, then we thought it was right for it to grow in Kubinka,” he said.

Even earlier, Vantsev spoke about plans to increase the flow of ordinary passengers to Vnukovo by 50% in 2013 by reducing business flights, which are allegedly going to be transferred to Kubinka airport. True, Kubinka will start working no earlier than 2014, so for now Kuptsov is guaranteed offshore excess profits, but then Rusaero will have to make room. Regular flights provide significantly more service revenue than operating a business terminal. What the Moscow government - the main owner of the airport - will choose is obvious, especially considering the position of the non-main owner.

Biography:

Born in 1969 in Khabarovsk. Graduated from the Leningrad Higher Military Topographical School.

In 1993 he retired from the Armed Forces

1995 General Director of the Vals company for oil refining at the Moscow and Ryazan refineries

1997 Deputy general director Vnukovo airport on investment policy

2002 General Director of Vnukovo International Airport

2005 Chairman of the Board of Directors of Vnukovo Airport

Source: vedomosti.ru

Dossier:

Vantsev, together with his father Anatoly, was a co-owner of the Aviation Oil Company (ANC), which actually controlled the entire Vnukovo airport business, despite the fact that until November 2003 most of the shares of Vnukovo Airport OJSC were owned by the Ministry of Property of the Russian Federation. True, control of the Vantsevs was not officially announced. The ANK company owned Vnukovo-Invest CJSC and part of Vnukovo International Airport JSC, as well as some other companies related to air transportation.

In April 2002, Moscow Mayor Yuri Luzhkov proposed to Vladimir Putin to transfer shares in Vnukovo to pay off Moscow's debts. Soon the corresponding decree was signed. Initially, it was planned to redistribute the airport's shares and transfer it to one structure for management. This was not done, but Vnukovo Airport OJSC was chosen as coordinator and management company airport complex modernization project.

Source: "Kommersant-Vlast" from 01/30/2002

At the end of 2008, CJSC "Commercial Agency of Domodedovo Airport" (KAAD) filed claims for the debts of the airline AiRUnion, the head of the operational headquarters for transportation management of which was Vantsev, against the structures of the Vnukovo airport, which acted as a guarantor for a number of obligations of the companies "Crysair", " Domodedovo Airlines and Samara. Vantsev claimed that the companies paid for all contracts that arose between September 4 and 7, 2008, during the relocation of carriers from Domodedovo to Vnukovo.

Source: Kommersant No. 233 (4050) dated December 20, 2008

In August 2008, Domodedovo Airport refused to serve Moscow AirUnion flights due to the debts of its member companies. To avoid a crisis and thousands of untransported passengers, it was decided to transport AirUnion flights from Domodedovo to Vnukovo, in exchange for providing guarantees for AirUnion’s debts for service at Domodedovo at Vnukovo Airport.

Source: "Prime-TASS" from 06/22/2010

In 2008, Crisair airline, part of the AiRUnion alliance, was subject to a property inventory. Bailiffs received 40 writs of execution based on decisions of arbitration courts regarding debts to tax authorities and legal entities. Without waiting for the outcome of the Kraisair bankruptcy process, the bailiffs began an inventory of the company's first-line property: real estate, desks, telephones, computers. The planes were seized. But the company continued to transport passengers on leased aircraft.

In addition, the leasing company Ilyushin Finance filed a bankruptcy claim against Krysair. And the head of the TOAP trading house, the largest creditor of AiRUnion, Evgeny Ostrovsky, said that TOAP filed dozens of claims against the alliance airlines for the supplied fuel.

Source: Kommersant (Novosibirsk) No. 181 (3998) from 10/07/2008

In December 2008, Vantsev became the largest owner of the low-cost airline SkyExpress, receiving a 39% stake. The founders of this company were the brothers Boris and Alexander Abramovich. On the basis of their bankrupt assets in the form of the airline alliance AiRUnion, the Russian Airlines company was created, the head of which was Vantsev. However, he decided not to include SkyExpress in its composition, making the company his personal project. Vantsev later consolidated 75% of the company's shares.

Source: “Kommersant” No. 220 (4037) dated December 3, 2008

In March 2009, Vantsev proposed to the Moscow government to buy 75% minus one share of Sky Express for one ruble. They said that the businessman in this way sought to obtain a guarantee of his own investments in a company that had large debts. It would be beneficial for Vantsev to merge the company with the Moscow Atlant-Soyuz, which was supposed to be part of Rosavia, a company created by Russian Technologies and the Moscow government. By that time, Rosavia was also headed by Vantsev.

Source: “Kommersant” No. 45/P (4100) dated March 16, 2009

However, Vantsev did not work well with the managers of Russian Technologies and soon left the post of general director of Rosavia, and instead of him the company was headed by Deputy Minister of Transport Boris Korol. Vantsev was not only the general director of Rosavia, but also owned the company OJSC Airline, which was to become the legal entity of the new carrier, so Moscow bought his shares from Vantsev. The reasons for Vantsev’s resignation were not stated, but it was known that his relationship with Deputy General Director Igor Zavyalov, who oversees Rosavia, had deteriorated. For the Russian Technologies company, Vantsev was a person who had a conflict of interests, because he was a major shareholder of Vnukovo and the Sky Express company.

Source: “Kommersant” No. 69 (4124) from 04/17/2009

In July 2009, the Moscow government launched an offensive against Vantsev. The head of the city transport department, Vasily Kichedzhi, in a letter to Mayor Yuri Luzhkov stated that the assets of the city government are being withdrawn through the Vnukovo Handling company, controlled by Vantsev. He asked for an audit of the actions of Vnukovo management, believing that because of them the city did not receive a controlling stake in Vnukovo-Handling, which had the right to enter into lease agreements in the new terminal under construction. In other words, the city was trying to consolidate its influence over the airport.

Source: “Kommersant” No. 123 (4178) dated July 10, 2009

In 2009, Vnukovo Airport OJSC, controlled by the Moscow government, bought from Vantsev a 49% stake in Vnukovo Handling, a single operator for the sale of services at the airport. The package was purchased at a nominal value of 500 thousand rubles. Thus, the city secured greater control over the airport. It was clarified that of Vantsev’s structures, Vnukovo Handling sold their stakes to Vnukovo-Invest OJSC and Aviation Oil Company OJSC.

Vantsev previously stated that Vnukovo Handling is just a cash settlement center, and he does not object to Moscow buying out the stake.

CLOSED JOINT STOCK COMPANY "CAPITAL JET", Khimki, Moscow region

Main activity of OKVED code:

. Activities of air transport not subject to a schedule;

Additional activities of the company:

. Rental of air transport with crew;
. Activities of travel agencies;
. Other ratailing;
. Organization of cargo transportation;
. Transport cargo handling;
. Development software and consulting in this area;
. Aircraft ground handling activities;
. Terminal activities ( bus stations and so on.);
. Providing repair, maintenance and alteration services aircraft and aircraft engines;

All-Russian classifier of products by type of economic activity:

. Rental services for cargo helicopters with crew;
. Freight transport services by air, not subject to a schedule (irregular);
. Services for passenger tourist transportation by aircraft not subject to a schedule;
. Services for the transportation of mail by air transport that is not subject to a schedule;
. Services for the transportation of mail by air transport not subject to a schedule on international routes;
. Services for passenger tourist transportation by helicopters not subject to a schedule;
. Services by passenger transportation by air on charter flights that do not follow a schedule;
. Services for the transportation of other cargo by air transport that is not subject to a schedule;

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