U.S. and EU sanctions on aircraft sales to Russia have created a significant bottleneck for its intercontinental air travel. While the country aims to address its short- and medium-haul fleet requirements within 5-7 years through the serial production of domestic aircraft like the Sukhoi Superjet 100 (SJ-100), Irkut MC-21, and Tupolev Tu-214, the procurement of long-haul, wide-body aircraft remains a critical challenge. With no new sources for these planes and the existing fleet having a finite operational life, Russia faces a substantial risk of diminished intercontinental capacity over the next decade. For some routes, particularly domestic transcontinental flights from the European part of Russia to its Far East, Kamchatka, and Chukotka, this could mean a complete cessation to prioritize international services.
In response, Rosaviatsiya (Russia’s Federal Air Transport Agency) has proposed establishing an international transit hub in an East African nation. The initiative is designed to redistribute passenger flows, increase route density, and maximize the utilization of the existing Russian airline fleet, particularly its narrow-body Airbus A321 and Boeing 737 aircraft. Egypt and Ethiopia have emerged as the most viable candidates due to their developed airport infrastructure.
In Egypt, a hub could be based in Cairo, Hurghada, or Sharm el-Sheikh. These cities already have direct air links with Russian regions and are accessible for non-stop flights using A321/B737 aircraft. In Ethiopia, the primary option is Addis Ababa, which maintains service to Russia and is geographically positioned as a strategic gateway for further expansion into East and Southern Africa, including markets like Kenya, Tanzania, and Zanzibar. The main air gateway to the Horn of Africa offers a foundation for building a transit network with convenient connections and optimized flight times.
The future of aviation: virtual interlining and creation of air hubs
This strategy echoes a concept proposed in a Spring 2024 article, “The Future of Aviation: Virtual Interlining and Hub Creation,” by aviation expert Oleg Evdokimov, CEO of ATEO Air. In his analysis, Evdokimov argued for integrating airlines from friendly nations to create a flexible network of intercontinental routes. He highlighted the potential of Russian cities like Sochi and Irkutsk as nodes for transit flows connecting Russia with Africa, the Middle East, and Southeast Asia. The core of his model was “virtual interlining”—a digital integration of airline schedules without traditional codeshare agreements, enabling seamless transfers and expanding route options for passengers.
The virtual interlining concept allows for optimized fleet use by integrating idle aircraft, including the SSJ100 and Airbus A320/A321neo. Applied to the African hub, this model would enable Russian and African carriers to connect their flights without long-term codeshare commitments, fostering a flexible system of connections and rationalizing passenger traffic distribution.
Given that Rosaviatsiya’s current initiative closely mirrors Evdokimov’s concept, Aviation of Russia contacted the expert for his commentary on the regulator’s proposal.
Q&A with Oleg Evdokimov, CEO of ATEO Air
Aviation of Russia: Mr. Evdokimov, your article from a year and a half ago now seems prophetic. What is your assessment of Rosaviatsiya’s proposal to create an international transit hub in Africa?
Evdokimov: Rosaviatsiya’s plan is logical. In January 2024, I was developing a similar concept and held talks with Red Sea Airlines and AlMasria Universal Airlines regarding Hurghada-Zanzibar charter flights. It became clear that Africa needs direct links to Russia’s regions.
A: What role could Egyptian carriers play?
Q: Egypt is already the primary destination for Russian charters, with over 100 weekly flights connecting Moscow and the regions with Hurghada, Sharm el-Sheikh, and Cairo. It serves as a natural entry point for African transit. AlMasria, for example, could expand its network by utilizing its idle Airbus A320neo and A321neo aircraft. My company [Melon Aero—Ed.] is prepared to negotiate the transfer of these aircraft to the carrier for route integration.
A: What is the strategic value of such a hub?
Q: First, the hub consolidates transit traffic, offering passengers from Russian regions convenient connections. Second, it opens new markets for long-haul destinations like Zanzibar, Kenya, the Seychelles, and Mauritius. Third, it allows for the rational use of the idle aircraft fleet. Finally, it demonstrates Russia’s capability to architect its own transit nodes.
A: How do you see the project developing further?
Q: At the beginning of our conversation, before this interview, you mentioned the wide-body aircraft challenges Russian airlines will face in a few years. Africa can become a crucial theater for Russian aviation in this context. Egypt provides a stable passenger flow, which can be used as a base to connect the other destinations I mentioned. In the long term, the plan is to create a fully-fledged transit hub where Russia acts as an architect of a new global aviation traffic model.
A: Do you believe these plans are realistically achievable?
Q: I am convinced this must be done. The necessary infrastructure and technological solutions exist, and African partners have shown interest. These are real conditions for gradually increasing routes, integrating the idle fleet, and building our own transit traffic model. Russia can use this approach to lay a strategic foundation for the future of its intercontinental aviation. Long-haul flights remain restricted due to sanctions and the wide-body aircraft shortage. We are not currently flying to South America and have only recently resumed services to Cuba and Venezuela. A comprehensive solution to this problem is unlikely in the near future. Therefore, developing an African hub creates a foundation for scaling Russian air transport, testing virtual interlining models, distributing passenger flows, and cooperating with regional carriers.
A: Which country and city do you consider most suitable for this hub?
Q: I believe we should focus on Egypt—specifically Hurghada or Sharm el-Sheikh. They are within the range of A320 and B737 aircraft from Moscow, Kazan, and St. Petersburg. This doesn’t even account for cities where airports are currently closed [due to proximity to the conflict in Ukraine-Ed.], primarily Voronezh and Simferopol. Considering the operational range of medium-haul aircraft, these two Egyptian airports are the most viable candidates.
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