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IRN-2013-111 - SANCTIONS LIFTED
FORMED AND STARTED OPERATIONS IN 1962. A K A "HOMA" (ACRONYM OF ITS PERSIAN NAME), ALSO THE AIRLINE OF THE ISLAMIC REPUBLIC OF IRAN. DOMESTIC, REGIONAL, & INTERNATIONAL, SCHEDULED & CHARTER, PASSENGER & CARGO, JET AIRPLANE SERVICES.
PO BOX 13185-775
IRAN (ISLAMIC REPUBLIC OF IRAN) WAS ESTABLISHED IN 1502, IT COVERS AN AREA OF 1,648,000 SQ KM, ITS POPULATION IS 73 MILLION, ITS CAPITAL CITY IS TEHRAN, AND ITS OFFICIAL LANGUAGE IS FARSI.
JUNE 1993: GOVERNMENT AIRLINE.
1992 = -10.25% (RPK) TRAFFIC, -10.5% PASSENGERS (PAX), -28.2% (FTK) FREIGHT TRAFFIC.
11,583 EMPLOYEES (INCLUDING 1,306 FLIGHT CREW (FC) & 1,650 MAINTENANCE TECHNICIANS (MT)).
DECEMBER 1994: 2 A300-600B4-605R'S (CF6-80C2A5F) DELIVERIES.
OCTOBER 1995: NEW ROUTES TO ARDABIL, KERMANSHAH, & ORUMIYEH (F 100'S).
MAY 1996: POSSIBLE 3 ORDERS A300-600'S (NOW HAS 8) AND 8 A330'S.
JUNE 1996: ACCDT: (IRN) 727-286 (21079) CRASHED JUST AFTER TAKEOFF ON TRAINING FLIGHT AT RASHT, IRAN, KILLING 4 OF 7 CREW (FC) - (CA).
JUNE 1997: TO COPENHAGEN (747SP).
SEPTEMBER 1997: CLOSE TO PLACING AN ORDER FOR 4 A340'S TO REPLACE ITS 747'S.
OCTOBER 1997: 11,579 EMPLOYEES.
TEHRAN - JEDDAH.
JANUARY 1998: 4 A300B4'S, (TSD) LEASED.
ACCDT: (IRN) F28-100 FORCED LANDING IN FIELD ATTEMPTING LANDING APPROACH TO ISFAHAN IN FOG = ALL 113 ON BOARD OK.
APRIL 1998: 11,579 EMPLOYEES.
SEPTEMBER 1998: 1 TU-154M (91A880) EXCHANGED FOR (90A866), SIBIR (SBR) LEASED. 1 TU-154M (92A928), VNUKOVO (VNU) LEASED.
APRIL 1999: 11,285 EMPLOYEES. SITA: THRXTIR.
NOVEMBER 1999: 1998 = +$77.26 MILLION. PLANS TO OFFER 49% SHARES TO PUBLIC OVER NEXT 5 YEARS.
4 ORDERS (FEBRUARY 2001) A330-300'S.
FEBRUARY 2000: ACCDT: (IRN) A300 (061, /79) LOST IN COLLISION WITH C-130 AT TEHRAN = ALL 5 CREW (FC)-(CA) FATALITIES, NO PASSENGERS (PAX).
MARCH 2000: TO BERLIN (TEGEL).
APRIL 2000: 10,842 EMPLOYEES.
HUB: SHIRAZ AIRPORT.
MAY 2000: 727-86 (19172, EP-IRB), WET-LEASED TO OMAN AIR (OMR).
JULY 2000: 1999 = +$209.08 MILLION (+77.26 MILLION) (NET PROFIT): 6.03 BILLION (RPK) TRAFFIC (-16.6%); 68.4% LF LOAD FACTOR; 105.78 MILLION (FTK) FREIGHT TRAFFIC (+5.6%) 6.27 MILLION PASSENGERS (PAX) (-13%); 10,840 EMPLOYEES (-3.9%).
OCTOBER 2000: PLANS SERVICE TO JOHANNESBURG.
NOVEMBER 2000: 1 A310-304 (436, EP-IBL), EX-EMIRATES (EAD).
DECEMBER 2000: CONFIRMS 4/4 ORDERS A330-300'S.
JANUARY 2001: 6 ORDERS (MARCH 2001) A310-203'S, EX-TURKISH AIRLINES (THY), (338; 370; 375; 379; 389; 390).
MARCH 2001: THE GOVERNMENT OK'S PURCHASE OF 6 A330'S.
APRIL 2001: MAIN BASE: TEHRAN (MEHRABAD) AIRPORT.
JULY 2001: 1 A310-203 (EP-IBX) DELIVERY.
SEPTEMBER 2001: USES A310-304'S FOR ROUTE TO GENEVA, REPLACING 747SP'S.
MARCH 2002: $500 MILLION, 10 ORDERS AIRBUS (EDS) AIRPLANES WITH ROLLS ROYCE (RRC) ENGINES.
SITA: THRXTIR. (http://www.irsmsir.co.ir).
THE IRANIAN NATIONAL AVIATION ORGANIZATION (INAO) PLANS TO MERGE KISH AIR (IRK) AND MAHAN AIR (MHN) WITH IRAN AIR (IRN). SHOWS INTEREST IN ACQUIRING TU-204 AND TU-334 AIRPLANES.
May 2002: To Berlin (Mondays).
July 2002: Plans $500 million, 10 orders (February 2004) Airbus (EDS) airplanes.
November 2002: Davood Keshavarzian, Chairman & CEO, stated "Because of continued sanctions imposed by the USA, IranAir (IRN) has to pay inflated prices for spares and support - we are getting the parts, but only by using longer supply chains, which require higher prices."
(IRN)'s fleet consists of 6 727's, 3 737-200's, 7 747's, 2 A300-600R's, and 6 F 100's. In the past year, 7 used A310-200/-300's have joined the fleet.
The sanctions mean (IRN)'s utilization is below international accepted levels, as (IRN) has to ground airplanes sometimes until parts are received. They also prevent (IRN) from buying new Boeing (TBC) airplanes.
2001 = +$21.3 million (+$53.7 million) (net profit): 5.9 million passengers (PAX). Subsidiary, IranAir Tours (IRB) = 1.98 million passengers.
The Government is considering merging IranAir (IRN), Iran Air Tours (IRB), and Iran Aseman Airlines (IRC). Also, possibly, Aria Air, Caspian Airlines (CPN), Kish Air (IRK), Mahan Air (MHN), and Qeshm Air (QES), plus a number of regional operators.
December 2002: Tehran - Beijing - Seoul (weekly).
February 2003: In March 2003, Tehran - Milan (MXP). In July 2003, Tehran - Cologne (A310, 2/week).
1 Tu-154M (90A-855, EP-MBU), VARZ leased to IranAir Tours (IRB).
April 2003: 8,970 employees (including 406 Flight Crew (FC), 808 Cabin Attendants (CA), & 1,599 Maintenance Technicians (MT)).
May 2003: A320-214 (1744, TS-INC), Nouvelair (NOU) wet-leased. Iran Air Tour's Tu-154M (92A-928, EP-MHR), to Mahan Air (MHN) and Tu-154M (93A-975, EP-MBR) returned to Bulgarian Air Charter (BUL).
SITA: THRBDIR THRXTIR.
June 2003: Tehran - Shiraz - Dammam (weekly). Tehran - Milan (Malpensa) (weekly).
July 2003: 2002 = -$124.94 million (-$12.65 million) (net loss): 8.01 billion (RPK) traffic (-2.3%); -1.7% (ASK) capacity; 72.5% LF load factor (-.5); 7.99 million passengers (PAX) (+1.2%); 109 million (FTK) freight traffic (+11.2.%); 8,867 employees (-1.4%).
2002 TOP WORLD AIRLINES TRAFFIC (RPK) (Billions):
76 (SHY) 8.75; 77 (ARL) 8.69; 78 (PRH) 8.67; 79 (XIN) 8.61; 80 (TAV) 8.32; 81 (IRN) 8.01; 82 (HNA) 7.93; 83 (IND) 7.55; 84 (OLY) 7.55; 85 (ACH) 7.50; 86 (SBR) 7.48; 87 (MTH) 7.09; 88 (KUW) 6.71; 89 (VIE) 6.60; 90 (SPR) 6.57; 91 (BMA) 6.56; 92 (LNK) 6.41; 93 (RAM) 6.38; 94 (BTA) 6.36; 95 (QTA) 6.20; 96 (COI) 5.96; 97 (EGF) 5.94; 98 (LOT) 5.87; 99 (FRO) 5.49; 100 (WJI) 5.49.
Tehran - Mashhad - Dammam - Shiraz - Tehran (weekly). Tehran - Cologne/Bonn (A310, 2/week). Resume Tehran - Beijing.
December 2003: Tabriz - Istanbul. Tehran - Ankara.
January 2004: A310-304 (671, EP-IBK), Credit Lyonnais leased. Tu-154M (91A-902, RA-85720), Kras Air (ZXD) leased to Iran Air Tours (IRB). Tu-154M (92A-930, EP-MBT), Airlines 400 leased to Iran Air Tours (IRB).
July 2004: 2003 = 7.66B (RPK) traffic -4.4%; 72.2% LF load factor; 7.13 million passengers (PAX) (-10.7%); 99.05 million (FTK) freight traffic (-3.8%).
August 2004: Iranian government OK's partial privatization, leaving the government with 51%.
October 2004: IranAir Tour (IRB) received President Khatami's approval to buy 22 MD-90-30's from China for $361 million.
March 2005: 10,840 employees. SITA: THRXTIR.
November 2005: IranAir (IRN) said that it has been forced to ground five of its 16 A300s/A310s because USA sanctions prevent it from securing spare parts for the (GE) engines powering the airplanes, Reuters reported, quoting (IRN) spokesperson Malek Barzegar-Sedigh. Unable to buy new airplanes or spares from the West, the airline has supplemented its fleet with airplanes from former Soviet Union countries.
A321-231 (1202, EP-AGB), SALE (SIL) leased.
February 2006: IranAir (IRN) will discontinue service on the Tehran to Milan (MXP) route on March 21st. The airline operated a weekly A300-600 flight.
April 2006: IranAir (IRN) announced it has purchased 6 used Airbus airplanes, which are scheduled to join the airline's fleet from September 2006. (IRN) is also planning to purchase 5 more Airbuses as well as 5 Tupolev TU-204s.
August 2006: As national flag carrier, IranAir (IRN) operates jet airplane services to 20 scheduled and 5 charter destinations. The cargo fleet operates regular cargo jet airplane flights to Europe and the Middle East, covering 35 international and 25 domestic destinations.
7,500 employees (including 405 Flight Crew (FC); 793 Cabin Attendants (CA); & 1,732 Maintenance Technicians (MT)).
(IATA) Code: IR - 096. (ICAO) Code: IRA - (Callsign - IRANAIR).
Parent organization/shareholders: Government of Iran (100%).
Main Base: Tehran Mehrabad Airport (THR).
Domestic, Scheduled Destinations: Abadan; Ahwaz; Ardabil; Bandar Abbas; Bandar Lengeh; Birjand; Bushehr; Chah-Bahar; Gheshm; Isfahan; Kerman; Kermanshah; Kish Island; Mashad; Rasht Sary; Shahre-Kord; Shiraz; Tabriz; Tehran; Uemieh; Yazd; & Zahedan.
International, Scheduled Destinations: Amsterdam; Bahrain; Baku; Beijing; Beirut; Cologne; Copenhagen; Damascus; Dhaka; Doha; Dubai; Frankfurt; Geneva; Gothenburg; Hamburg; Istanbul; Jeddah; Karachi; Kuala Lumpur; Kuwait; London; Milan; Moscow; Mumbai; Paris; Rome; Seoul; Stockholm; Tashkent; Tokyo; & Vienna.
September 2006: ACCDT: An IranAir Tours (IRN) Tu-154M (788, /88 EP-MCF) with 11 (FC) - (CA)/137 passengers and crew aboard crashed on landing Friday afternoon at Mashad Airport, where it skidded off a runway and caught fire, killing at least 29 passengers.
It is believed that the flight crew (FC) and more than 100 passengers escaped or were rescued from the burning airplane. The domestic flight, operated by the tour arm of flag carrier Iran Air (IRN), originated in Bandar Abbas.
Iran Civil Aviation Organization Chairman, Nourollah Rezai Niaraki told Iranian state television that the plane's "left wing hit the ground and caught fire" after it skidded off the runway. State television initially reported that a tire blew out as the plane attempted to land, but Niaraki said the cause of the accident is not yet known.
The airplane, registration (EP-MCF) had approximately 19,000 hours and 2,200 cycles, according to the Ascend CASE database. It originally was delivered to Aeroflot (ARO) and went through a variety of operators before being leased to IranAir Tours (IRN) in August 2005.
An investigation is underway and Transport Minister, Mohammad Rahmati said the crew's survival will be a "great help" in determining the accident's cause "as soon as possible."
The crash was the second for a Tu-154M in 10 days, following the August 22, Pulkovo Airlines (STG) accident in Ukraine, that killed 170 passengers and crew. IranAir Tours (IRN) lost a Tu-154 in a fatal 2002 crash.
January 2007: IranAir (IRN)'s six A310s can be fitted with new GE engines thanks to a special approval granted by USA authorities, according to Iranian officials cited in press reports. The A310s are stored at Tehran's Mehrabad International Airport.
February 2007: F 100 (11394, EP-CFM), ex-TAM Brasil (TPR).
August 2007: Ilyushin Finance Company (IFC) reached several leasing and purchase agreements at the "(MAKS)" air show outside Moscow, according to press reports from Russia. (IFC) reached agreement with IranAir Tours (IRN) for the sale of five Tu-204-120Cs, "ITAR-TASS" reported.
January 2008: An IranAir (IRN) Fokker F 100 (11299 /90 EP-IDB) was substantially damaged when it veered off the runway while taking off from Tehran Mehrabad Airport on January 2nd. The airplane suffered significant fire damage to the fuselage. Local reports cite a Mehrabad airport air traffic control (ATC) executive as stating that the airplane's wheels were "disconnected" and that part of its wing caught fire during the accident. The official Iranian news agency (IRNA) said that none of the passengers were injured. The weather was light snow and mist.
March 2008: Russia's United Aircraft Building Corp signed a Memo of Understanding (MOU) with the Iranian government for the sale of 100 Tu-204 and Tu-214 airplanes, a spokesperson told reporters in Moscow. The contract is expected to be signed next year and is worth a reported $2.5 billion.
February 2009: Iran Airports Holding Company (IAHC) Managing Director, Ahmad Momenorokh said that 60 airport projects will be completed by the end of the current Iranian calendar year (March 2009). He added that $93 million has been allocated to the projects, which are going ahead at 30 different sites. (IAHC) Deputy Director, Ali Golmohammadi said there are more than >100 incomplete plans and infrastructure projects in the air transport sector. Completion will remove many problems in the domestic aviation industry.
March 2009: Beset by international sanctions, political mismanagement, un-affordable subsidies for consumer goods, falling oil prices and an expensive nuclear development program, the economy there
is now experiencing +30% inflation. To help improve the situation, officials are planning to privatize a number of industries, including certain aviation interests. Among them is Iran Air (IRN), the
August 2009: The Iran Civil Aviation Organization (CAO) banned airlines from leasing Russian-built airplanes following two July accidents involving a Tu-154M and an Il-62 in which a combined 185 people were killed. "Eastern planes would be able to operate in the air sector only when they are brand new and made according to our order," (CAO) head, Mohammad Ali Ilkhani was quoted as saying by "Reuters."
January 2010: INCDT: IranAir (IRN) A300B4-605R (CF6-80C2A5F) (727, EP-IBB) runs off the runway 19R at Stockholm Arlanda on takeoff. An engine surge caused the airplane to veer to the left, with the airplane exiting into the snow and grass. No injuries or damage.
SEE ATTACHED PHOTO - - "IRN-A320-232 2010-01," AN A320 FLYING WEEKLY SATURDAY FLIGHTS TO MILAN MALPENSA AIRPORT.
March 2010: The European Commission (EC)'s 13th update of its list of airlines banned from operating within the European Union (EU)'s borders includes all carriers from the Philippines and Sudan, as well as IranAir (IRN). Philippine Airlines (PAL) currently operates to five North American destinations but neither it nor its affiliates fly to Europe, while Iran Air (IRN) does serve the continent.
The (EC) said it "acknowledges the recent efforts launched by the competent authorities to reform the civil aviation system in the Philippines" and that (PAL) and Cebu Air (CEB) have taken measures. However, it said it would "follow the principle of precaution" and impose a full operating ban. Sudan, the (EC) said, was guilty of "persistent noncompliance with international standards in the area of oversight." Ramp checks of Iran Air (IRN) airplanes serving the (EU), along with "serious incidents and accidents suffered by the carrier and insufficient oversight from the authority over the past year," led the (EC) to ban certain airplanes from operating. It said it plans a visit to Iran "over the next months" to verify safety oversight. It did not indicate which airplanes are banned.
The (EC) lifted some restrictions on (TAAG) Angola Airlines (ANG) and Air Koryo (KOY). Air Koryo (KOY), banned since March 2006, will be allowed to operate two specially equipped airplanes into the (EU), while TAAG (ANG) will be allowed to fly to any (EU) destination "under certain strict conditions with specific airplanes." Other Angolan airlines remain banned. The commission said it is "closely monitoring" airlines from Albania and Egypt. The blacklist still includes Ariana Afghan Airlines (AFG), Siem Reap Airways International (SRA), Silverback Cargo Freighters (VRB) and all airlines from 17 countries, including Indonesia.
July 2010: The European Commission (EC) released the 14th update of its list of airlines banned from the (EU), adding Blue Wing Airlines from Surinam and severely restricting Iran Air (IRN)'s access to (EU) airspace. Blue Wing was banned "as a consequence of a series of accidents suffered by this airline and serious deficiencies revealed during ramp inspections of its airplanes," the (EC) said. It also removed two Indonesian carriers from the list. The limitations on Iran Air (IRN) will restrict it from operating A320s, 727s and 747s, comprising around two-thirds of its fleet, in (EU) airspace. The (EC) insisted the ban is based on safety reasons and not related to (UN) and (USA) sanctions against Iran related to the country's nuclear program. The Indonesian carriers, Metro Batavia (BAT) and Indonesia Air Asia (AWR), have been removed based on "improvements in the oversight exercised by the competent authorities," the (EC) said.
October 2010: Egypt and Iran agreed to resume direct flights between their capitals, 3 decades after the 2 nations severed diplomatic relations, an "(AFP)" correspondent said.
January 2011: ACCDT: Iranian officials investigating the January 9th crash of an IranAir (IRN) 727-286 (JT8D-15) (1048-20945, /74 EP-IRP) near Oromiyeh, Iran said they have recovered the airplane's flight data recorder (FDR) and are attempting to determine why the airplane went down about 5 miles from its destination airport, killing 80 of 94 passengers and 12 crew (FC - CA) aboard.
The flight was en route from Tehran to Oromiyeh, located in a mountainous area in the northwest of Iran. Official state news agencies described conditions as foggy and "snowy" at the time of the crash. According to Flight Safety Foundation's Aviation Safety Network (ASN), the flight was delayed for more than >2 hours in Tehran "due to severe weather at the destination."
BBC quoted Ahmad Majidi, an official with Iran's transport ministry, telling state media that "based on the evidence, the plane's captain (FC) could not land at Oromiyeh airport due to bad weather conditions and he decided to return [to Tehran], but for unknown reasons the plane crashed." Later it was reported the pilot (FC) aborted the approach to Oromiyeh when he could not establish visual contact with the runway at decision height and aborted the approach with the intention of returning to Tehran.
The airplane impacted terrain near the village of Terman about 8 nautical miles southeast of Uromiyeh's Urmia airport, and broke up into 6 major parts.
(IRN) is one of the few remaining airlines that continue to use the 727-200 for scheduled passenger flights.
In its latest update to its safety "blacklist," the European Union (EU) said last year that IranAir (IRN) was allowed to operate into (EU) airspace only under strict restrictions and subject to conditions.
April 2011: Austrian oil company (OMV) stopped refueling IranAir (IRN) airplanes at Vienna International airport (VIE) last month. Its contract with (IRN) expired March 23 and was not renewed. (IRN) had been making refueling stops at (VIE) on flights between Tehran and London Heathrow, Frankfurt, Stockholm, and Amsterdam, among other Western Europe destinations. Refueling companies at those airports refuse to conduct business with (IRN), citing United Nation (UN), USA and European Union (EU) sanctions against Iran.
(OMV) was one of the last oil companies in Europe delivering fuel to IranAir (IRN), which reportedly will switch its refueling stop to either Prague or Budapest, where Russian fuel suppliers will serve (IRN).
October 2011: Sanctions-hit Iran is taking the unprecedented step of allowing a foreign airline, Qatar Airways (QTA), to ply its domestic routes, an Iranian official told the "(ISNA)" news agency. “The agreements have been done and the time of implementation of this agreement will be announced by the roads and urban development ministry,” the Deputy Minister in that ministry tasked with transport, Shahriar Afandizadeh, was quoted as saying by the "(ISNA)" agency.
The deal would see (QTA) operate a code share arrangement with Iranian airlines to comply with laws excluding non-Iranian companies from domestic routes, the (CEO) of flag-carrier Iran Air (IRN), Farhad Parvaresh, told the "(IRNA)" news agency.
Iran’s airline sector has suffered badly under 3 decades of USA sanctions, which have left a shrinking, dilapidated fleet unable to keep pace with demand. The country has struggled to purchase new airplanes under the sanctions (notably USA-made Boeings but also European-made Airbus (EDS) planes, which contain USA components) and has had difficulty in sourcing spare parts and providing necessary maintenance. Purchases of used airplanes have also been limited.
Around 15 serious air accidents over the past decade have killed more than >900 people, prompting authorities in February to start retiring leased Soviet-era Tupolev airplanes, badly reducing capacity.
There also have been a number of near-misses, including an emergency landing this month of an Iran Air (IRN) flight arriving from Moscow whose landing gear did not fully deploy. An identical problem forced a similar landing in June on a domestic flight by the country’s second-biggest airline, Mahan Air (MHN). There were no injuries in either incident.
Iran Air (IRN) and Mahan Air (MHN) have fleets of 51 planes and 36 planes, respectively.
The average age of Iranian airplanes in service is 22.5 years, according to figures presented in September by an Iranian lawmaker who calculated investment of 5 billion dollars was needed to cut the average age to 15 years.
Qatar Airways (QTA), which has a fleet of 97 airplanes and orders for +182 more, currently services international routes between the Qatari capital Doha and the Iranian cities of Tehran, Shiraz, and Mashhad.
(QTA) already has code share agreements with several foreign airlines on international routes, including USA carriers United (UAL) and US Airways (AMW)/(USA).
Afandizadeh said domestic seats sold on the (QTA) planes would be +25% more expensive than the ones run by Iranian airlines, partly because the (QTA) airplanes would purchase aviation fuel at the market rate of 60 cents a litre rather than the subsidized 33 cents per litre offered to national companies.
January 2012: MD-83 (49852, EP-MDD), Ararat Air (RRN) leased, ex-(EP-ARB) to Iranair Tours.
April 2012: Iran Air (IRN) has acquired the 1st of 3 747-338s from Al Sayegh Airlines. The 1986-vintage airplane (23408), which is still in storage, has been registered in Gambia since February 2012, according to sources. The (UAE)-based Sayegh Group, which owns Kyrgyzstan-based Al Sayegh Airlines, says: "Please [note] that the Sayegh Group sold the 3 747-338[s] to an aviation company, but not to Iran."
A source close to the matter confirms the 747s were sold to an un-named Gambian company. "It looks like the Gambian entity has fronted the deal," he said. According to Flightglobal's Ascend Online database, the airplane was recently registered as (C5-SAM). C5 is the Gambian registration prefix.
Al Sayegh Airlines has two further 747-300s in its fleet (MSN 23224 and 23823), which are both in storage and scheduled to be sold to Iran Air in May this year, sources say. Ascend Online shows both airplanes as currently registered in Burkina Faso as (XT-DMA) and (XT-SAG), respectively, having been operated until late 2010 by Centrafrique Air Express.
Al Sayegh Airlines was founded by Saleem Al Sayegh, the (CEO) of (UAE)-based National Paints, with the aim of operating 5 cargo airplanes and 3 passenger airplanes.
The three 747-300s, formerly operated by Qantas (QAN), were delivered to Al Sayegh Airlines in 2010. According to the USA Federal Aviation Administration (FAA) documents, the airplanes were acquired by Sayegh Group Aviation. These documents show that, at the time, the 747-300s were registered in the USA under a Trust agreement arranged with the Bank of Utah.
According to its website: "The Sayegh Group Aviation specializes in charter for large groups with its fleet of [Boeing] 747 airplanes." It also states that "Sayegh Group Aviation offers its fleet of Antonov [An-]12 airplanes for cargo charter."
However, "Ascend" data shows that the only airplanes Sayegh Group Aviation currently operates are 2 Ilyushin Il-18s. Its 5 Antonov airplanes are in storage, along with 2 737-400s (24445 and 24438) which are scheduled to be leased next month to Slovakia-based start-up airline, SAM Air, also owned by Sayegh Group Aviation.
Meanwhile, Iran Air (IRN) has 44 airplanes in service, including 13 A300s, 3 A310s, 5 A320s, 1 727, 9 747s and 13 Fokker F 100s.
August 2012: See video "IRN-FIRST FEMALE ACTIVE PILOT" - -
October 2012: Iran Air (IRN) launched a new international service from Mashhad (MHD), Iran’s 2nd-largest city, on October 29. The Iranian national carrier (IRN) then took up the route dropped earlier in October by Gulf Air (GUL), to Bahrain (BAH), which it now serves twice a week with A320s.
June 2013: Kyrgyz Trans Avia ((IATA) Code: 6K, based at Bishkek) (KTA) along with Ukrainian carriers, Bukovyna Airlines ((IATA) Code: BQ, based at Chernovtsy) (BKV) and UM Air ((IATA) Code: UF, based at Kiev Borispol) (UKM), has been slapped with sanctions by the USA Department of the Treasury for "leasing and selling airplanes to Mahan Air ((IATA) Code: W5, based at Tehran Mehrabad) and Iran Air ((IATA) Code: IR, based at Tehran Mehrabad) as they attempt to circumvent sanctions" and support Iran's alleged involvement in Syria via the Assad regime. UM Air (UKM) was identified as having leased Mahan Air (MHN) several ARJ-100, ARJ-85 and B Ae 146-300 airplanes, as well as helping to train and certify (MHN) pilots (FC) and engineers (MT) on B Ae 146s. Bukovyna Airlines (BKV) was sanctioned for "providing financial, material and technological support to Iran Air (IRN) by leasing airplanes to them." (BKV) and (UKM) have upwards of twenty five airplanes in Iran now that are registered in their names with them being used by (MHN) to fly to Syria on "numerous occasions". Kyrgyz Trans Avia's airplanes that have been supplied to (MHN) are used it is claimed, "interchangeably, to move suspected illicit cargo to the Syrian regime and provide civilian passenger flights to Europe and Asia." (KTA) has announced that despite the embargo, it will still also operate Hajj flights from Kyrgyzstan to Jeddah in September as planned.
January 2014: Iran Air ((IATA) Code: IR, based at Tehran Mehrabad) (IRN) has retired its last remaining 747-100 (21759, EP-IAM) from active duty. Sources in the Iranian capital said the 35-year old airplane was recently ferried from Tehran Mehrabad to Tehran Imam Khomeini for long term storage. Delivered direct from Boeing (TBC) in the wake of the 1979 Iranian Revolution, (EP-IAM) was also the world's last 747-100 to remain in revenue service. Owing to international sanctions, Iran Air (IRN) continues to operate various rare Boeing models, including the 747-200 and the 747SP.
(IRN) operates 47 airplanes, and serves 22 countries, 52 destinations, on 88 routes and 97 daily flights.
February 2014: See video "IRN-747-286BM - TEHRAN - DUBAI" - -
August 2014: Boeing (TBC) has yet to sell Iran any airplane spares, despite the recent signing of a Memorandum of Understanding (MOU) to do so. According to Iran's "(IRIB)" news agency, Iranian MP, Jalil Sar Ghale, told a Tehran parliamentary inquest that (TBC)'s quoted prices were three times those of current market prices, leading the Iranian Civil Aviation Organization (IrCAO) to reject the offer.
Should Boeing (TBC) fail to reconsider its prices, Ghale said, Iran would resume using the international black market, where it is able to source most of its spares requirements, despite sanctions.
As its stands, Boeing (TBC) has so far only supplied Iran Air (IRN) with Flight Security documents and manuals.
With the signing of an interim deal between Iran and the Group 5+1 (the USA, Russia, China, France, and Britain, plus Germany) in Geneva in November 2013, (IrCAO) Director General, Alireza Jahangirian said USD1billion had been budgeted for the purchase of new aircraft and spare parts to help improve Iran's accident-prone domestic aviation scene.
April 2015: Iran Air is the 10th largest Middle East airline in terms of fleet size.
(IRN) is the flag carrier airline of Iran with main bases at the Tehran Imam Khomeini International Airport and Tehran Mehrabad Airport. In 2014, (IRN) had a fleet of 46 airplanes but is projected to operate 43 this year.
July 2015: News Item A-1: "Planemakers Poised for Iranian Buying Spree If Nuclear Deal Reached" By Tim Hepher, Parisa Hafezi, John Irish, "Reuters" July 11, 2015
Western planemakers look set to reap billions of dollars in deals with Iran, if a deal is done on its nuclear program to allow one of the world's most promising aviation markets to come out of quarantine.
Iran and six world powers were struggling on Friday, July 10 to remove the last obstacles to an historic deal in Vienna that could resolve a more than >12-year dispute over Tehran's nuclear ambitions, extending talks through the weekend.
For Tehran, the prospect of sweeping economic sanctions and a long-standing USA trade embargo being lifted represents a chance to renew a fleet whose average age of 23 years is almost twice the international average, and to do so at affordable prices, after years of paying over the odds on the black market.
For Airbus (EDS), Boeing (TBC) and other manufacturers, that could mean up to US$20 billion in deals, shaped in part by the negotiating positions of various camps during the lengthy nuclear talks. And for Iran Air (IRN)'s 38-year-old Boeing 747SP, the last of its kind, it should mean well-deserved retirement.
"There are a lot of airplanes that are really at the end of their lives," said Maximo Gainza, senior consultant at UK-based fleet watcher, Ascend Flightglobal.
"Iran is going to be a very hot market as and when sanctions are lifted."
The Chairman of Iran Air, Farhad Parvaresh, told "Reuters" last year that, as soon as sanctions were eased, Iran would seek to obtain at least 100 wide-body and short-haul jets, but that it would turn to Russia and China if nuclear talks collapsed.
Iranian and Western industry officials estimate that Iran, a country of 80 million people, will need a total of 400 airplanes in the next decade, suggesting there will be business for both major Western suppliers due to the long waiting times.
Officials cite a broad potential shopping list, from the latest Boeing 787 and Airbus A350 lightweight jets to workhorses such as the Boeing 737 and 777 or the Airbus A320 and A330 and even the most recent version of the jumbo, the Boeing 747-8, still in production but with declining sales.
Boeing (TBC) appears best placed to take advantage of the first wave of sales, partly because France, which is home to Airbus (EDS) and owns 11% of the firm, took a particularly hard line with Iran in the nuclear talks, according to industry sources, diplomats and people familiar with Iranian thinking.
Paris has become more hawkish toward Tehran in recent years as France aligns itself with Shi'ite Iran's Sunni rivals across the Gulf, Qatar and Saudi Arabia. "The position of the French, particularly (foreign minister Laurent) Fabius, has not made things easy for Airbus (EDS)," said a European aviation industry source, asking not to be identified.
Iran's Transport Minister last month warned France it risked missing out on US$80 billion worth of business, unless it changed its stance towards Tehran.
A French Senate panel recently expressed concerns that local firms were falling behind in the race to Tehran. "Being the first one in doesn't mean you'll be the first served," responded a senior French government official. "We'll be ready. Don't worry about our firms," he told "Reuters."
Iran Air (IRN)'s Parvaresh also told "Reuters" last year that Iran would give preference to suppliers who had cooperated during a window for sanctions relief that opened up in 2014.
Boeing (TBC) said in October it had sold airplane manuals, drawings, charts and data to Iran Air (IRN) in its first acknowledged dealings since the 1979 hostage crisis that wrecked USA - Iranian relations and triggered a USA boycott.
The European Union (EU) does not specifically prohibit civil aviation trade with Iran but banned the export of 'dual use' technology in 2007 and has progressively tightened restrictions since then, effectively ruling out sales of civil aircraft and jet engines.
Airbus (EDS) said it had applied for export licences under the scheme for temporary sanctions relief that allowed the sale of some aircraft parts, but declined to say whether any goods or services had actually been provided.
Iranian officials say numerous exchanges have been held with people representing Western aerospace firms to explore future deals, including meetings in several European cities.
Two senior Iranian officials said it was already understood that Iran would buy 100 planes from Boeing (TBC) once sanctions are lifted, but USA industry officials deny any informal deals or commercial discussions. "It's certainly an opportunity. We sold a lot of planes there before, and that fleet is really old. But until our government says it's OK, we're staying on the sidelines," Boeing Commercial Airplanes (BCA) (CEO), Ray Conner told "Reuters" in Washington.
Some industry analysts urge caution in projecting the number of planes Iran's airline industry will eventually order, noting that, to sustain a large fleet, it also needs to develop profitable passenger business (by opening up the domestic market and building up an attractive international hub).
"They have to deregulate the economy before you see the kind of numbers you would associate with a country of its potential," said Richard Aboulafia of Virginia-based Teal Group.
There are plans to loosen regulated domestic fares, but traffic on some foreign routes may already have been lost permanently to regional rivals such as Emirates (EAD), he said.
In the long term, Iran has strategic ambitions to rival Gulf cities as a hub attracting traffic from Western Europe and North America to the Asia-Pacific region. But getting a new fleet of airplanes flying quickly may need more than a lifting of sanctions.
After a boom in airplane demand, the major Western manufacturers are sold out for most of the rest of the decade. Experts say Iran may have to resort to the second-hand market or lease planes to get started. But leasing firms will want to clarify thorny issues such as jurisdiction that have gathered dust during its enforced absence from the market.
"There is not much choice because of the way production lines are sold out," said Tony Whitty, (CEO) of UK-based aircraft trading company Cabot Aviation. "In the short term, if you go to Airbus (EDS) and Boeing (TBC), you have got to wait three or four years."
In the interim, that could mean leasing, or buying second-hand, outmoded four-engined models such as less recent versions of the Boeing 747, or the out-of-production Airbus A340. Though less popular than newer twin-jets, experts say such planes are easily available at bargain prices and would still offer fuel savings for Iranian carriers.
August 2015: "Iran Plans to Buy 80 - 90 Boeing (TBC), Airbus (EDS) Airplanes a Year, Post Sanctions" by Reuters, August 02, 2015.
Iran plans to buy as many as 90 planes per year from Boeing (TBC) and Airbus (EDS) to revamp its antiquated fleet once Western sanctions are lifted, its state news agency (IRNA) quoted a senior aviation official as saying.
"Iran will buy a total of 80 - 90 planes per year from the two aviation giants in the first phase of renovating its air fleet," said Mohammad Khodakarami, the caretaker Director of Iran's Civil Aviation Organization, according to (IRNA).
Last month's nuclear deal between Tehran and world powers has raised the prospect of banking and trade sanctions on Iran being lifted, perhaps around the end of this year, which would mean a chance to renew a fleet of commercial airplanes whose average age of 23 years is almost twice the international average.
"We will purchase planes from Boeing (TBC) and Airbus (EDS) in equal numbers," Khodakarami was quoted as saying, adding that Iran would initially need to add at least 80 planes to its fleet each year. That would mean a total of 300 planes within five years, he added.
Iran will finance the purchases through mechanisms including leasing, foreign loans and state funds, Khodakarami said.
Iranian and Western industry officials had earlier estimated that Iran, a country of 80 million people, would need a total of 400 airplanes in the next decade, assuming implementation of the nuclear deal proceeds smoothly and the sanctions are lifted.
September 2015: News Item A-1: "Iran is to Develop 27 Airports, and Add New Terminals" by (ATW) Kurt Hofmann, September 11, 2015.
Iran is looking to develop 27 of 51 civilian airports with new terminal projects. It is also planning $8 billion worth of new airport construction in Araz, Qom, and the Ikia regions. Five new airports are being proposed, making Iran a hot spot for airport development, according to the Iran Airports & Aviation Development Forum (IAADF).
The (IAADF) sees a new beginning for Iran’s challenging economy.
The head of Iran’s Civil Aviation Organization (CAO), H E Ali Reza Jahangirian, has called for the private sector to partner in aviation development projects, underlining his resolve to attract more investors to develop the country’s aviation industries.
Additionally, the organization said Imam Khomeini International Airport has capacity for 6 million passengers annually (a new terminal due to be built in five years will increase capacity to 20 million passengers a year).
According to the (CAO), Iran will need to acquire 400 - 500 airplanes over the coming decade to renew its aging fleet.
Airplane lessors will reap early benefits of the anticipated re-fleeting of Iran’s airlines if Western sanctions against the western Asian country are removed. Irish lessor, Avolon (AZV) said Iran’s in-service fleet is just over >200 aircraft, but the average age of the fleet is 26 years. According to (AZV), [aircraft] manufacturers are largely sold out for the next five years, which means at least the first stage of the re-fleeting program in Iran will fall to lessors, both in terms of new and used equipment.
For example, Iran-based Mahan Air (MHN) added nine additional Airbus aircraft to its fleet in May, as part of its modernization plans. The recently added aircraft are less than <10 years old and “technically excellent,” the company said, adding these include six Airbus A340-600s, one A340-300, and one A321.
News Item A-2: Iran has signed contracts worth US$21 billion/13 billion pounds to buy satellite equipment and aircraft from Russia, Manouchehr Manteghi, the Managing Director of Iran Aviation Industries Organization, said in an interview with Russian agency Sputnik. Manteghi said the contracts had been signed at the (MAKS)-2015 air show in Russia last month.
The contracts involved satellite-related equipment as well as the Sukhoi Superjet SSJ100 regional passenger aircraft, Sputnik said.
Russia and Iran have been working to boost economic ties since Tehran signed a deal with six world powers in July, which offers Iran relief from sanctions in exchange for curbing its nuclear program.
January 2016: News Item A-1: "Iran Reportedly Looking for >100 Airbus Aircraft" by (ATW) Jeremy Torr and Karen Walker, January 18, 2016.
Iran's official news agency (IRNA) has reported that Iran is set to order 114 commercial aircraft from Airbus (EDS). The announcement came following the official lifting of international trade sanctions on Iran.
Iranian Minister of Roads & Urban Development, Abbas Akhoundi was quoted by (IRNA) as saying that first deliveries from a selection of wide and narrow body aircraft could start as early as July 2016.
Iran has some 250 commercial aircraft on its books, but because of sanctions applied by the USA on the sale of new aircraft, the average age of the fleet is estimated to be around 20 years. A significant proportion of these are unserviceable and grounded due to lack of parts to keep them flying.
International trade sanctions were lifted on Iran at the weekend by the European Union (EU) and the USA. They had been in place for many years because of Iran’s nuclear developments and military policies. The (EU) lifted all restrictions on trade, shipping and insurance, while the USA announced a phased-in process. However, within a day of the announcement, the USA issued new sanctions on Iran. There did not appear to be any reversal by the (EU), so it’s probable that a deal with Airbus (EDS) could still proceed. There has been no confirmation of a deal beyond the (IRNA) report, however.
If the order does go ahead, it could be worth several billion dollars to Airbus (EDS), even if the aircraft were not new models.
Akhoundi said any deal would likely be made on a leaseback model, as the key airlines in Iran have low liquidity (and even with a removal of sanctions the cost of buying would be too high, according to the (IRNA) report).
The aircraft buying spree would coincide with the development of new infrastructure across the country, with $8 billion earmarked for airport redevelopment.
The potential Airbus (EDS) deal would come on the back of a Mahan Air (MHN) deal in May 2015 when (MHN) took delivery of eight used Airbus A340s despite opposition from the USA government.
Shortly after the (MHN) deal, Akhoundi said he would visit the Paris Air Show to meet manufacturers and discuss future sales, pending the lifting of sanctions.
Iran's flag carrier, Iran Air (IRN), flies a mixture of 1970s-developed Airbus (EDS) and Boeing (TBC) aircraft, including 14 Airbus A300 series and 5 Boeing 747s.
News Item A-2: "Iran Signs for 118 Airbus Aircraft, Including 12 A380s" by (ATW) Editor Karen Walker, January 28, 2016.
Airbus (EDS) announced January 28 it has signed agreements with Iran for 118 new aircraft and for pilot (FC) training, airport operations and Air Traffic Management (ATM) support services.
The Airbus (EDS) agreements, signed in Paris, cover 21 A320ceos, 24 A320neos, 27 A330ceos, 18 A330-900 neos, 16 A350-1000s and 12 A380s for Iran Air (IRN).
The deals have been anticipated for some weeks and follow the lifting of international sanctions on Iran earlier in January.
The aircraft deal includes pilot (FC) and maintenance training and support services to help the entry into service (EIS) and efficient operations of these new aircraft, Airbus (EDS) said.
Iran and Airbus (EDS) also signed a co-operation agreement covering support to develop the country’s aviation infrastructure and operations, including (ATM), airport and training.
"Today’s announcement is the start of re-establishing our civil aviation sector into the envy of the region and along with partners like Airbus (EDS) we’ll ensure the highest world standards,” Iran Air (IRN) Chairman & (CEO) Farhad Parvaresh said.
February 2016: News Item A-1: Russia and Iran have established a bilateral agreement designating an unlimited number of carriers on specified routes. According to the agreement, the airlines will be able to operate a maximum of 28 frequencies per week with any aircraft type.
The memorandum of understanding (MOU) was adjusted by the countries in September 2015 and recently disclosed by Russian authorities.
The 2 countries have agreed that Tehran, Isfahan, Mashhad and Rasht will be points of destinations for scheduled services in Iran; 3 more points will be specified later. Points of destinations in Russia will be Moscow, St Petersburg, Astrakhan, Kazan, Ufa, and Sochi; +1 more destination will be added later.
Iran’s Mahan Air (MHN) started weekly, Tehran - Moscow Vnukovo Airbus A310 service on January 21, and will add a second weekly frequency on February 29.
News Item A-2: Iran Air (IRN) has placed a firm order for 20 ATR 72-600s and taken options on a further 20, valued at €1 billion/$1.1 billion at list prices.
The aircraft order, which was signed on February 1 in Teheran, follows the lifting of international sanctions on Iran earlier in January and builds on an order for 118 Airbus aircraft that was announced on January 28.
ATR said commercial discussions were held in Rome and Paris during a visit from Iranian President, Hassan Rohani and the country’s Transport Minister, Abbas Ahmad Akhoundi. “The Italian and French states played an important role to achieve the signing of this deal,” ATR said.
ATR (CEO) Patrick de Castelbajac described the lifting of sanctions as a “new era” for Iran. He added that the aircraft will “reinforce and boost regional transportation across the country.”
Iran Air (IRN) flies to 35 international and 25 domestic destinations.
March 2016: News Item A-1: "Lufthansa Eyes Iranian Market" by (ATW) Alan Dron, March 14, 2016.
Lufthansa (DLH) and Iran Air (IRN) have signed a memorandum of understanding (MOU) to increase cooperation between the two companies as they explore “further business and partnership opportunities.”
Reports from Iran have talked of the Lufthansa Group’s assistance in several areas, including corporate restructuring and Information Technology (IT), but Lufthansa (DLH) spokesman, Boris Ogurslky said further details were covered by a confidentiality agreement. “We have closely followed political developments regarding the lifting of sanctions, in particular the recent decisions by the European Union (EU), USA and Canada to remove barriers to trade and commerce. The Lufthansa Group is assessing the implications of the lifting of those sanctions on our business.”
Iran has recently signed major deals for the acquisition of Airbus (EDS) and ATR aircraft. Due to sanctions, Iran has an older civil aviation fleet and has experienced several fatal crashes in recent years.
(DLH) has maintained flight links with Iran during the period when links between Iran and the USA were barred. (DLH), the German flag carrier operates a daily, Frankfurt - Tehran flight plus a 3x-weekly, Munich - Tehran service, while another member of the Lufthansa Group, Austrian Airlines (AUL), flies from Vienna to Iran 10x-weekly.
“We’re looking to expand our regional offering in the Middle East,” Ogursky said. “As a global company, we follow a long-term investment plan and are always interested in new opportunities.”
Asked about reports that another member of the Lufthansa Group, Lufthansa Technik (DLH) (LTK), was considering opening an (MRO) base in Iran, he again declined to comment but noted that “as we’re speaking for the Group, [the (MOU)] could be valid for other businesses as well as the passenger business.”
News Item A-2: Lufthansa (DLH), which recently signed an agreement with Iran Air (IRN) to increase cooperation between the 2 companies, is considering selling some of its Airbus A340-300s to the Iranian flag carrier.
(DLH) is taking delivery of 52 new aircraft this year, including two A350 XWBs that will replace the older A340s. “Iran Air (IRN) needs support (which had been denied [because of sanctions]). We are looking at whether Iran Air (IRN) is perhaps a customer to take those planes from (DLH). The A340s will be exchanged one-to-one by the A350s,” (DLH) Chairman & (CEO) Carsten Spohr told analysts and reporters in Frankfurt.
Earlier this year, (IRN) signed major deals for the acquisition of Airbus (EDS) and ATR aircraft. Because of sanctions, Iran has an older civil aviation fleet and has experienced several fatal crashes in recent years. “We will be renewing 9% of our fleet within the course of this year. From these 52 aircraft, there are 29 Airbus A320s, 5 A320neos and the rest are A320ceos.”
June 2016: Boeing (TBC) acknowledged on June 21 that Iran Air (IRN) has signed a letter of intent (LOI) to order airliners, confirming (TBC) intends to challenge Airbus (EDS) vigorously in the politically sensitive, but potentially lucrative Middle Eastern market. “Boeing (TBC) confirms the signing of a memorandum of agreement (MOA) with (IRN) expressing (IRN)’s intent to purchase Boeing commercial airplanes.”
(TBC) declined to disclose details of the agreement with (IRN). But the numbers discussed appear to be >100 airliners, including about 70 narrow bodies and an unspecified number of 747-8 intercontinental passenger jets.
Iran, an oil-rich country of 82 million people, has been an outsider in international air transport for decades. But the lifting of economic sanctions early this year after Tehran agreed to curb its nuclear program, opened the door for Iranian airlines to upgrade their aging fleets, which include 40-year-old Boeing 747s and 35-year-old Airbus A300s.
In January, Iran Air (IRN) signed an agreement to acquire 118 Airbus jetliners: 45 A320 and A320neos, plus 45 A330 and A330neos, 16 A350-1000s and 12 A380s. Since then, there has been much speculation about whether and how Boeing (TBC) would re-enter Iran’s civil airplane market, which Moody’s estimates could generate demand for deliveries of 200 - 300 airplanes by the end of the decade and 2x- that amount by the mid-2020s.
Boeing stressed that “all contracts with Iran’s airlines will be contingent upon USA government approval.” Any deal runs the risk of political backlash from Capitol Hill, given the adversarial relationship between the USA and Iranian governments. In May, 3 House Republicans from Illinois, where the company is headquartered, implored Boeing not to do business with Iran.
The greatest beneficiaries of any potential airplane sale to Iran would be the Islamic Republic’s despotic leaders. The regime holds a majority ownership stake in Iran Air (IRN). This announcement is good news for Boeing (TBC) and hopefully means more jobs for Washington state.”
An order from Iran Air (IRN) for 747-8s would provide a vital lifeline to that assembly line. Boeing (TBC) is sitting on 3 unsold 747s and is in the process of reducing output on the line to 1 airplane every 2 months because of weak demand.
In its dealings with Iran, Boeing (TBC) is sticking to the rules set by the USA government. “Once the restrictions were lifted, any company had the potential to compete and try to win business with Iran. European companies had a head start on some of that.”
July 2016: Several months after opening its aerospace bonanza with a blockbuster order for 118 Airbus (EDS) current and next generation airplanes, Iran Air (IRN) is now reportedly close to placing a similarly massive order for Boeing jets. The "Wall Street Journal’s" Jon Ostrower and Doug Cameron broke news of the contours of the likely deal, which still requires government approval.
In an order that mirrors its Airbus (EDS) and ATR buy, Iran Air (IRN) will acquire from Boeing (TBC) both narrow and wide bodies, purchasing 80 directly from the manufacturer and leasing an additional 29 for a total of 109 added aircraft. The new build airplanes would include 40 737 MAXs, 6 737 NGs, 15 777-300ERs, 15 777-9Xs, and interestingly four 747-8s. In addition, Boeing (TBC) will assist Iran Air in the leasing of 29 737 NGs for immediate lift.
The Airbus order included 21 A320ceos, 24 A320neos, 27 A330ceos, 18 A330-900neos, 16 A350-1000s, and a dozen A380s. In that sense, Iran Air now has a strong fleet mix, that will span from 150 – 450+ seats and from short haul to ultra long haul flights. Our view is that Iran Air is likely to focus the Airbus narrow body order on the A321, particularly on the A321neo, while mostly taking Boeing 737-800s and 737 MAX 8s. This will become an increasingly common fleet mix for airlines around the world as availability constraints and economies of scale in massive subfleets take hold.
The 737-800 is probably the right sized aircraft for the Iranian market given current demand, and moving forward would be a good choice for the core of the narrow body fleet given that there are fewer routes from Tehran that would require the A321’s capacity that could not sustain the A330ceo/neo. Indeed, the 737-800s and MAX 8s are likely to be used on trunk domestic and regional routes, whereas the A321s are likely to be earmarked for longer and thinner routes to Europe, the Indian subcontinent, and Africa.
The A330ceos are a perfect fit for mid-distance routes to Europe, Africa, and Southeast Asia (all core markets for Tehran), and the A330neos fit the same mission several years out. There might have been a place for the 787 in Iran Air’s fleet, and arguably it would have made sense to buy 15-20 787-9s in lieu of one of the A350-1000 or the 777-9X (see below), but regardless the A330-900 can perform 75-80% of potential 787-9 missions without an issue.
The long haul order for both 777-9Xs and A350-1000s feels a little bit like overkill, especially with both the 747-8 and A380 on tap for the highest volume routes like Los Angeles, New York, London, and Tokyo. In fact it’s hard to see where Iran Air (IRN) will deploy close to 30 350 - 400 seat aircraft on long distance routes with those cities excluded. Shanghai, Beijing, Seoul, and Hong Kong are certainly four no brainers, as are Sydney and Melbourne, but outside of these obvious candidates, there’s not a lot of immediately apparent options. The 777-9X feels like a lot of plane for Johannesburg, or certainly destinations like Manila, Osaka, Guangzhou, or Taipei. Kuala Lampur and Jakarta have enough volume but little premium demand, and Bangkok may soon develop as an outbound tourist destination. Outside of New York and Los Angeles (which are probably earmarked for the A380/747-8), nowhere in the Americas has anywhere near enough demand to sustain anything larger than a 787. London and Paris probably have the volume to sustain the 777-9X, but would either justify the A380 or multiple daily frequencies on the A330ceo/neo. All in all, this order feels heavy on the 350 - 400 seat planes.
At list prices, the order is worth in the neighborhood of $17.6 billion, and even applying a standard discount of 45%, Boeing (TBC) is still walking away with $9.5 to 10 billion in actual revenue. This represents by far the largest deal between Iran and a USA company, and it was inevitable as a result of the relaxed restrictions on Iran’s economy. The Islamic country is certainly aware that its position amongst USA politicians, particularly Republicans, is precarious. Accordingly, this order was almost a certainty (as it immensely increases the cost and pain of resuscitating sanctions were the Republicans to attempt such a gambit). Still, a win is a win, and Boeing (TBC) has won more orders to fill its production gap on the current generation 777 (especially powerful given the rate cut), as well as more orders for the 737 MAX, 777-9X, and critically for the 747-8 (adding a few months of additional production to the backlog).
There are still some outstanding questions, including how Iran Air (IRN) will finance these airplanes (export financing has been an issue even in Europe), and whether the 747-8 orders are new build or those planned for Transaero (TRX). But irrespective of some uncertainty, this is nothing but a win for Boeing (TBC).
September 2016: News Item A-1: The USA government has issued licenses that allow Airbus and Boeing to sell airplanes to Iranian airlines. "We have received that license, and remain in talks with Iran Air (IRN) based on the memorandum of agreement,” Boeing (TBC) said in a September 21 statement, referencing an earlier deal with (IRN). “Any final sales agreement would have to adhere to the license we’ve been issued.”
Airbus (EDS) received its permission from USA authorities earlier on September 21. At the time, Boeing (TBC) representatives responded to inquiries saying that (TBC) imminently expected its own approval. “We believe [Airbus’] license application was submitted prior to our similar request and that the [USA] government follows a ‘1st in, 1st out’ policy,” (TBC) said in an email to reporters.
For its part, Airbus sees a robust market in Iran. “For a country of nearly 80 million people, it is accepted by the industry that there is a market need for some 400 – 500 new commercial planes to replace Iran’s existing, aging fleet and meet growing air travel
demand,” Airbus said. “Airbus has been working with the relevant authorities for some time to ensure all activities are undertaken in full compliance with applicable laws and regulations. The USA Office of Foreign Assets Control (OFAC) decision to issue a license to deliver aircraft to Iran is a reflection of that,” Airbus said.
The (OFAC) is the Treasury Department bureau that had to approve business with restricted nations and personnel.
The original equipment manufacturers (OEM)s have been working methodically all year to secure the necessary (OFAC) sales permissions, after Iran and the West reached a nuclear deal in 2015. New airplanes for Iranian airlines was a point of negotiation in the nuclear talks.
Airbus in January became the 1st Western aircraft manufacturer to sign a preliminary agreement with Iran Air (IRN), followed in June by Boeing. Deals originally covered 118 aircraft from Airbus and 109 from Boeing. But because of licensing delays, the Iranians are expected to buy 6 fewer Airbus and 1 fewer Boeing airplane than previously announced, "Reuters" reported.
Michael Bruno, email@example.com
News Item A-2: A310-304 (671, EP-IBK), badly damaged at Tehran IKA when it hit a parked Mahan Air (MHN) A340-642 (615, EP-MMR) while being pushed back. Fokker F 100 (11409, EP-CFP) damaged when nose gear collapsed at Tehran THR.
October 2016: The Iraqi Ministry of Transport signed a cooperation agreement with long term partner Lufthansa Consulting (DLH) (LHS) wherein the German firm will advise it on the restructuring of Iraqi Airways (IRQ) and the state-owned enterprise (SOE) which manages the country's airports.
The announcement comes on the back of a series of statements made by high-ranking Iraqi officials, the most prominent of which pointed to the establishment of a new carrier dedicated exclusively to the Iraq - Europe market. It is recalled that in December last year, the European Commission (EC) blacklisted Iraqi Airways (IRQ) for alleged failures in its safety oversight protocols. While it has since been able to resume service to the bloc, (IRQ) has only been able to do so using foreign (owned and/or maintained) airplane metal.
In all, Baghdad's decision to try reclaim lost market share is hardly surprising given that approximately 75% of Iraq's lucrative European connectivity is handled by foreign airlines. And it is even more surprising when you consider Iraq's tenuous national security situation and the large swathes of its north that are still under de-facto (IS) control as a result.
Though it doesn't suffer from the extremist insurgency that its neighbor is currently going through, Iran is also attempting to win back its share of European market. Following the signing of a nuclear deal with the "P5+1" (China, France, Russia, the UK, and the USA; plus Germany) in January, Iran has been gradually brought in from the cold. The reopening of the Iranian economy to limited foreign investments has seen a flurry of international carriers returning to Tehran for the 1st time in years. So far, British Airways (BAB) and (KLM) have made their Tehran service plans widely known but not much has been said about Iranian carriers despite the glitz and glamor around the tentative Airbus (EDS) and Boeing (TBC) (and possibly (ATR), Bombardier (BMB), Embraer (EMB), and Mitsubishi) (MRJ) mega-orders, said to include A350s and 787s.
That changed just recently when the "Fars" news wire ran a story about the relatively unknown Qeshm Air (QES) securing its Third Country Operator (TCO) licence from the European Aviation Safety Agency (EASA) earlier this month. The licence is a mandatory requirement for any airline wishing to serve Europe, and assesses a prospective carrier's overall safety and quality of operations. These 2 areas have proven problematic for Iran's airlines in recent years given the ageing fleets most operate using spares, and aircraft, that are often clandestinely acquired.
Anyway (EASA) has since confirmed that indeed, Qeshm Air (QES), Mahan Air (MHN), and Iran Air (IRN) have (TCO)s although (MHN) is restricted from using its A310 fleet to Europe. Iran Air Tours (IRB) is still undergoing scrutinization while Meraj Air and (ATA) Airlines (Iran) have both withdrawn their respective bids. Iran Aseman Airlines (IRC)' application was rejected, (EASA) said.
For its part, Qeshm Air (QES), which until now, has focused on the domestic and regional Iranian markets, has yet to set a date for its maiden European flights.
December 2016: "Boeing, Iran Air Announce Agreement for 80 Airplanes"
by China Aviation Daily, December 11, 2016.
Boeing (TBC) and Iran Air (IRN) announced an agreement today for 80 airplanes that includes 50 737 MAX 8s, 15 777-300ERs and 15 777-9s, valued at US$16.6 billion at list prices. Based on its Memorandum of Agreement (MOA) with Iran Air (IRN) announced in June, the contract was reached within the terms of the USA Government license issued to Boeing in September. Boeing coordinated closely with the USA Government throughout the process leading up to the sale and continues to follow all license requirements as it moves forward to implement the sales agreement.
This agreement will support tens of thousands of USA jobs directly associated with production and delivery of the 777-300ERs and nearly 100,000 USA jobs in the USA aerospace value stream for the full course of deliveries. The 1st airplanes under this agreement are scheduled for delivery in 2018.
Boeing and its >13,600 USA supplier and vendor partners across all 50 states are proud to ensure America continues to lead in global aerospace and to create jobs and opportunities in communities across the nation. Boeing's USA supply chain currently supports >1.5 million USA jobs.
The 737 MAX incorporates the latest technology (CFM) International (LEAP-1B) engines, Advanced Technology winglets and other improvements to deliver the highest efficiency, reliability and passenger comfort in the single-aisle market. The 737 MAX will be 14% more fuel efficient than today's most efficient Next-Generation 737s. The 1st 737 MAX is scheduled to enter service in 2017.
The 777-300ER is the most fuel and cost-efficient airplane in its class as well as the most reliable twin-aisle airplane in the world. It also has the highest cargo capacity of any passenger airplane. To date, customers world wide have ordered >800 777-300ERs.
The 777X builds on the passenger-preferred and market-leading 777, as well as offering more market coverage and revenue capability than the competition. The 777X will include new engines, an all-new composite wing and will leverage technologies from the 787 Dreamliner. The 1st 777X is scheduled to enter service in 2020.
The order will be posted on Boeing's Orders & Deliveries website as contingencies are cleared.
"Skies Not All Clear for Boeing Jets to Iran" by The New York Times, December 12, 2016.
President-elect Donald Trump, and Republican party led Congress, could thwart financing. The airplane deal was signed just 5 weeks before the inauguration of President-elect Donald Trump whose Republican party supporters in Congress may block any airplane sales to Iran. President-elect Donald Trump, and Republican party led Congress, could thwart financing. The airplane deal was signed just 5 weeks before the inauguration of President-elect Donald Trump whose Republican party supporters in Congress may block any airplane sales to Iran. Boeing management in the previous week were already dismayed when Trump prompted a media storm when he said he would cancel a contract with Boeing to develop and build the next Air Force One, the USA President’s uniquely-equipped 747, saying it was too costly.
For nearly 4 decades, no USA companies could engage in significant business with Iran, which officially considered the USA an archenemy.
January 2017: News Item A-1: Iran Air (IRN) and Lufthansa (DLH) have reached an agreement to code share from Frankfurt and Munich to Tehran beginning February 1.
The cooperation allows (IRN) to add its IR designator on (DLH)’s daily Frankfurt - Tehran Imam Khomeini International (IKA) Boeing 747-400 service, as well as (DLH)’s 3x-weekly Munich - Tehran Airbus A330 services.
Star (SAL) Alliance member (DLH) plans to negotiate further agreements with Iran Air (IRN).
On March 14, 2016 (DLH) and (IRN) signed a memorandum of understanding (MOU) to increase cooperation between the 2 carriers to explore “further business and partnership opportunities.”
News Item A-2: Iran Air (IRN) has taken delivery of its 1st new aircraft, an A321-211 (7418, EP-IFA), ex-(D-AVXF) from a historic 100-aircraft Airbus order. The A321-211 is the 1st delivery of a long-awaited 100-strong Airbus order, comprising 46 A320s, 38 A330s and 16 A350s, that was finalized on December 22.
The amended deal was anticipated for most of 2016 and followed the lifting of international sanctions on Iran in January 2016. Iran Air (IRN) has also finalized a contract with Boeing for 80 airplanes.
“This significant milestone marks the 1st practical step in (IRN)’s ambitious passenger aircraft fleet renewal and its stronger presence in international civil aviation (IRN) Chairman & (CEO) Farhad Parvaresh said.
Iran is forecast to require some 400 to 500 new airplanes to modernize as well as to grow its existing passenger fleet to catch up with years of pent-up demand on domestic as well as international routes, Airbus (EDS) said.
March 2017: Iran Air (IRN) has taken delivery of its 1st Airbus A330-200, as its re-equipment program gathers pace. The A330-243 (1540, EP-IJA), ex-(F-WXAJ) was handed over to the Iranian flag carrier at Airbus (EDS)’s final assembly line site at Toulouse, France on March 10.
It was the 1st wide body delivery from (IRN)’s historic order for Airbus aircraft (46 A320-family single-aisle models, plus 54 twin-aisles consisting of a mix of A330s and A350s) signed in 2016. The 1st aircraft from the order, an A321, was delivered in January 2017.
Following the lifting of international sanctions on Iran in January 2016, (IRN) also signed orders for 80 Boeing airplanes.
The A330 features a two-class layout, with 32C business and 206Y economy-class seats.
April 2017: Iran Air (IRN) has concluded a firm contract for 20 ATR 72-600s turboprops, plus 20 options for the same variant. The deal has been under negotiation for more than a year and has been reported as sealed on several occasions.
At list prices, the cost of the initial 20 aircraft is $536 million and $1.07 billion if all the options are taken up. An ATR spokesman said April 13 that deliveries would start “within weeks.” Several aircraft have already been painted in Iran Air livery and have been sitting at ATR’s Toulouse plant in SW France for some time.
The purchase is part of a massive investment by Iran to re-equip its aging civil airliner fleet, development of which has been stymied for years because of western sanctions imposed on the Near East nation in retaliation for its pursuit of nuclear activities.
A thawing in relations has seen Iran place major orders for both Airbus and Boeing aircraft. Since the initial announcements, orders have been modified, with Iran no longer taking the planned 12 Airbus A380s, for example.
ATR 72-600 (1386, F-WWEX) delivery. Iran Air (IRN) also received its 1st A321-211(SL) (7418, D-AVXF) originally built for Avianca (AVI)
but not taken up is the 1st brand new aircraft received by (IRN) since
1994, when it received 2 Airbus A300-600s as compensation for IR655 shot down by the USS Vincennes in 1988. (IRN) has taken delivery of its 1st new A330-200, the 1st wide body of 54 it has on order. The delivery of this new jetliner is part of (IRN)'s major fleet renewal plan, settled in December 2016 with a firm order for 100 Airbus aircraft including 46 A320 family jetliners.
May 2017: The European Commission (EC) has added 4 airlines to the European Union (EU) Air Safety List, including Air Zimbabwe (ZMB), but at the same time lifted an earlier ban on all carriers from Benin and Mozambique.
In the May 16 update, all airlines certified in Benin and Mozambique were cleared from the list, following safety oversight improvements.
“Their reforms have paid off. This is also a signal to the 16 countries that remain on the list. It shows that work and cooperation pays off. The Commission and the European Aviation Safety Agency [EASA] are ready to assist them and raise the safety standards worldwide,” European transport commissioner Violeta Bulc said.
Air Zimbabwe (ZMB) was the highest profile of the 4 newly banned carriers, sitting alongside Nigeria’s Medview Airline (MEV), Mustique Airways from St Vincent and the Grenadines and Ukrainian carrier Air Urga.
The (EC) said the 4 failed to address safety deficiencies picked up during an (EASA) 3rd-country operator audit.
Banned airlines on the (EU) Air Safety List cannot operate to, from or within the (EU), but many of the 181 blacklisted carriers do not have European operations.
The (EU) sometimes bans every airline from a country because of poor regulatory oversight; this applies to the vast majority of banned airlines (174 airlines in 16 states) even though the airline itself may have a safe operation.
The remaining 7 airlines are blacklisted because specific safety concerns with their operation. Alongside the 4 new additions, these comprise Iran Aseman Airlines (IRC), Iraqi Airways (IRQ) and Suriname carrier Blue Wing Airlines.
Finally, 6 airlines are subject to operational restrictions and can only fly to the (EU) with specific aircraft types: Gabonese carriers Afrijet and Nouvelle Air Affaires SN2AG, Korean carrier Air Koryo (KOY), Air Service Comores from the Comoros, Iran Air (IRN) and (TAAG) Angola Airlines (ANG).
July 2017: Outgoing Iran Air Chairman and Managing Director, Farhad Parvaresh has confirmed that Farzaneh Shrafbafi will become the first female CEO of the Iranian flag carrier.
“Mrs Shrafbafi is the 1st lady who will guide Iran Air (IRN). She is now head of the company and the assignment as (CEO) will be done in a month after formalities,” Parvaresh said.
Shrafbafi holds a PhD in Aerospace Engineering and previously served on Iran Air (IRN)’s board of directors.
According to the Associated Press (AP), Iran President Hassan Rouhani, who was re-elected earlier this year, has appointed women to a number of management posts, breaking with tradition in the Islamic republic.
Parvaresh, who resigned this week, said he is leaving Iran Air (IRN) to accept a new position at (ICAO). “I will take the responsibility as ‘Permanent Representative of the Islamic Republic of Iran to the (ICAO)’ in Montreal,” he said.
Iran Air (IRN), which was established in 1940, transports 1 million passengers on international routes and 3 million on domestic flights per year.
Click below for photos:
IRN-747-200 - 2014-01
IRN-A321 - 2017-01.jpg
IRN-A330-200 - 2017-03.jpg
IRN-ATR-72-600 - 2017-04.jpg
1 707-300C (JT3D-3) (21396, EP-AJE - - SEE PHOTO - - "IRM-A321-707-2011-02"), "ISLAMIC REPUBLIC OF IRAN" TITLES. MERAJ AIR WET-LSD.
0 707-321B/C (JT3D-3B) (475-18958, /66; 541-19267, /66), EX-(PAA) (EP-IRJ; K), 2 RETIRED 2001.
1 707-386C (JT3D-3B) (832-20287, /69 EP-IRL; 839-20288, /70 EP-IRM; 866-20741, /73 EP-IRN; 928-21396*, /78 1001), *(IAF) OPS. 4 RETIRED 2001.
0 727-86 (JT8D-7B) (323-19172, /66 EP-IRB "ABADAN;" 505-19816, /67 EP-IRC "RAMSAR"), RTRD. 116Y.
0 727-100 (JT8D) (727-30: 35-18363, /64 EP-PLN, EX-(UAL); 727-81: 405-19557, /67 EP-IRA, EX-(ANA); 727-86: 19172 WET-LST (OMR) 2000-05. 3 WFU.
3 727-286 (JT8D-15) (1048-20945, /74 EP-IRP - - DESTROYED IN CRASH - SEE ACCDT JANUARY 2011; 1052-20946, /74 EP-IRR; 1070-20947, /74 EP-IRS; 1114-20948, /75 EP-IRT). 154Y.
2 727-228 (JT8D) (1594-22081, /80 LX-IRA; 1603-22082, /80 LX-IRB), EX-(AFA).
1 737-286 (JT8D-15) (283-20498, /71 EP-IRF "BISOTUN"), 112Y.
1 737-286 (JT8D-15) (483-21317, /77 EP-AGA), GOVT OPS. VIP.
2 737-286C (JT8D-15) (286-20500, /71 EP-IRH "RAY;" 321-20740, /73 EP-IRI "CHEL-STOTUN"), 112Y.
0 747-131 (JT9D-7) (5-19667, /70, SAHA OPS; 8-19668, /69; 9-19669, /69; 78-19678, /70; 80-20080, /70 85-20081, /70; 151-20082, /71), EX-(TWA). 6 RETIRED.
0 747-186B (JT9D-7F) (381-21759, /79 EP-IAM), RETIRED 2014-01. 22C, 427Y.
1 747-270C (287-21180, /76), EX-(IRQ).
2 747-286BC (JT9D-7F) (291-21217, /76 EP-IAG "AZARABADEGAN;' 300-21218, /77 EP-IAH "KHUZESTAN"). 22C, 427Y.
4 747-2J9F (JT9D-7F) (315-21486, /77, SAHA OPS; 319-21487, /78, SAHA OPS; 340-21507, /78; 343-21514, /78 EP-ICC). FREIGHTER.
1 747-2J9F (JT9D-7F) (343-21514, /78 EP-ICC), FREIGHTER.
1 +2 ORDERS 747-338 (RB211-524D4) (610-23224, /85 XT-DMA; 636-23408, /86 C5-SAM 2012-04; 678-23823, /87 XT-SAG), EX-AL SAYEGH AIRLINES, EX-(QAN), EX-(VH-EBV; VH-EBW; VH-EBY). 52C, 370Y.
2 747SP-86 (JT9D-7F) (275-20998, /76 EP-IAA "KURDISTAN;" 278-20999, /76 EP-IAB "KHORASAN;" 307-21093, /77 EP-IAC "FARS;" 371-21758, /79 EP-IAD). 20998; 21093; WFU. 21093 STILL IN SVC, SEEN AT KUALA LUMPUR 2015-01. 22C, 283Y.
1 MD-83 (49852, EP-MDD), EX-(EP-ARB), ARARAT AIRLINES (RRN) LSD TO IRANAIR TOURS..
0 ORDERS MD-90-300.
4 A300B2-203 (CF6-50C2) (061, /79 DESTROYED 2/00; 080, /80 EP-IBS; 185, /82 EP-IBT; 187, /82 EP-IBV; 226, /82 EP-IBZ; 632, /92 EP-IBC; - - SEE PHOTO - - "IRN-A300B4-203-2011-01), 277Y.
2 A300B4-203F (CF6-50C2) (139, /81 EP-ICE; EP-ICF - - SEE PHOTO - - "IRN-A300B4-2008-11"), FREIGHTER.
2 A300B4-605R (CF6-80C2A5) (696, /93 EP-IBD), EX-(OLY) 2005-02. 22C, 239Y.
2 A300B4-605R (CF6-80C2A5F) (723, /94 EP-IBA; 727, /94 EP-IBB - - SEE INCDT - JANUARY 2010), 22C, 239Y.
0 A310-203 (CF6-80A3) (338, /85 EP-IBM; 370, /86 EP-IBP; 375, /85 EP-IBN; 379, /85 EP-IBO; 389, /86 EB-IPQ; 390, /86 EB-IPX), EX-(THY). ALL 6 WFU & STORED. 18C, 201Y.
1 A310-304 (CF6-80C2A2) (436, /87 EP-IBL), 18C, 149Y.
1 A310-304 (CF6-80C2A2) (671, /93 EP-IBK), CREDIT LYONNAIS LSD 2004-01. BADLY DAMAGED 2016-09 AT TEHRAN IKA IN COLLISION WITH A340 WHILE BEING PUSHED BACK. 18C, 185Y.
21 ORDERS A320ceo:
24 ORDERS A320neo:
0 A320-214 (1744, TS-INC), (NOU) WET-LSD 2003-05. 1121 RTND 2004-01.
1 A320-232 (EP-JEB - - SEE PHOTO - - "IRN-A320-232 2010-01").
1 A321-211 (7418, EP-IFA), EX-(D-AVXF) 2017-01.
0 A321-231 (V2500) (1202), EX-(LDI), (SIL) LSD 2005-11.
1 A321-231 (1202, EP-AGB - - SEE PHOTO - - "IRM-A321-707-2011-02"), "ISLAMIC REPUBLIC OF IRAN" TITLES. MERAJ AIR WET-LSD.
27 ORDERS A330ceo:
1 A330-243 (1540, EP-IJA), EX-(F-WXAJ), 2017-03. 32C, 206Y.
6/2 ORDERS A330-300:
18 ORDERS A330-900:
16 ORDERS A350-1000:
12 ORDERS A380:
1 +19/20 ORDERS ATR 72-600 (PW127M) (1386, F-WWEX), 2016-02.
9 F 100 (TAY 650-15) (11292, /90 EP-IDA; 11294, /90 EP-IDD; 11298, /90 EP-IDF; 11299, /90 EP-IDB, BADLY DAMAGED IN ACCDT - SEE JANUARY 2008; 11302, /91 EP-IDG; 11343, /92 EP-CFL; 11383, /92 EP-CFR; 11394, /92 EP-CFM; 11409, /93 EP-CFP; 11422, /93 EP-CFE; 11442, /93 EP-CFD; 11443, /93 EP-CFH; 11511, /96 EP-CFI; 11516, /96 EP-CFJ; 11518, /96 EP-CFK), 104Y.
2 YAK-42D (9740856, EP-DAZ; TO ARMENIAN 2001-04), IRANAIR TOURS OPS.
Click below for photos:
IRN-1-Farhad Parvaresh - 2017-08.jpg
FARHAD PARVARESH, CHAIRMAN & MANAGING DIRECTOR (TO LEAVE 2017-07).
MS FARZANEH SHRAFBANI, CHIEF EXECUTIVE OFFICER (CEO) (2017-08).
Outgoing Iran Air (IRN) Chairman and Managing Director Farhad Parvaresh confirmed Ms Farzaneh Shrafbafi to become the 1st female (CEO) of the Iranian flag carrier.
DAVOUD AGHVAMI, ADVISOR TO MANAGING DIRECTOR.
A POURMOHAMMADI, CHAIRMAN IRAN AIR TOURS.
MEHDI SADEGHI, CHIEF EXECUTIVE OFFICER (CEO) IRAN AIR TOURS (IRB).
MOHAMMAD ALI NOUROLAH NAJAFABADI, DEPUTY MANAGING DIRECTOR ENGINEERING & MAINTENANCE.
M A OGHATIAN, DEPUTY MANAGING DIRECTOR OPERATIONS.
MOHAMMAD REZA ALIBEIGLOO, DEPUTY MANAGING DIRECTOR FINANCE.
ASGHAR ALAMBEYGI, DEPUTY MANAGING DIRECTOR AIRPORT SERVICES.
BEHROOZ RAEISI, DEPUTY MANAGING DIRECTOR COMMERCIAL & FIELD OPERATIONS.
MAHMOUD MEHRANPOUR, DEPUTY MANAGING DIRECTOR CORPORATE PLANNING.
MOHAMMAD ATAPOUR, DEPUTY MANAGING DIRECTOR SUPPORT.
MOHSEN GHADAMI, DEPUTY MANAGING DIRECTOR TRAINING & HEAD OF HUMAN RESOURCES DEVELOPMENT.
CAPTAIN ABBAS-ALI ABDOLAHI-FAR, VP FLIGHT & TECHNICAL OPERATIONS, IRAN AIRTOUR
M ADIB, TECHNICAL DIRECTOR IRAN AIR TOURS (IRB).
S MIRMIRANI, MAINTENANCE DIRECTOR, IRAN AIRTOURS (IRB).
MOHSEN SHOKRI, DIRECTOR GENERAL CATERING.
MOHAMMAD FASIH, DIRECTOR GENERAL LEGAL AFFAIRS.